http://bjtonline.com/business-jet-news/channels/restaurants
enFlights of Fancy?http://bjtonline.com/business-jet-news/flights-of-fancy
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/jetaviation_timeless_lo3e3.jpg?itok=M0lUPncB" width="100" height="56" alt="Photo: Jet Aviation" title="Photo: Jet Aviation" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>“Not everything can fly,” said Lufthansa Technik’s Walter Heerdt in 2012. “We will not install a swimming pool or a fireplace. That is not possible.”</p>
<p>Back in 2007, however, Saudi Prince Alwaleed bin Talal Al Saud reportedly bought an Airbus A380 double-decker and hired designer Edese Dorset to equip it with not only a swimming pool but a two-car garage for his Rolls-Royces, a stable for horses and camels, a pen for hawks and a prayer room that would rotate so it always faced Mecca. The total cost was said to be around $500 million.</p>
<p>Airbus did nix the pool and it’s not clear how much of the prince’s other plans were completed, as he wound up selling the jet before its first flight. Clearly, though, he was not thinking small. And he wasn’t the first or last jet buyer to decide that the sky’s no limit.</p>
<p>As we reported last year in our annual <em>Buyers’ Guide</em>, recent bizjet cabin projects have included a casino, complete with wet bar and gaming tables, and—Heerdt’s comments notwithstanding—a fireplace in a Boeing 787. OK, it’s a “simulated” fireplace, but it still means the owner can hang his stocking and wait for Santa at 41,000 feet. Then, of course, there are the bizliners that serve as transportation for heads of state, which have such features as two-story ballrooms, elevators, bulletproof glass and surgical suites. (See upcoming print editions of&nbsp;<strong>BJT</strong> for a report on the 747s that will serve as the next fleet of Air Force One aircraft for U.S. presidents, plus a look at the latest in bizjet furnishings.)</p>
<p>What’s the most amazing cabin customization job you’ve seen on a corporate or private aircraft? Write and let me know. I’ll personally pay a thousand bucks to the first reader who points me to a cabin that features a 40-lane bowling alley or an 18-hole golf course.</p>
<p>On second thought, scratch that last sentence, as the joke could be on me. Given some of what’s flying these days, it’d be risky to call anything impossible.</p>
</div></div></div>Thu, 26 Feb 2015 13:31:12 +0000Jeff Burger5441 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/flights-of-fancy#commentsHow to Check Out a Charity http://bjtonline.com/business-jet-news/how-to-check-out-a-charity
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/fotolia_59836690_web.jpg?itok=NlOtTL8k" width="100" height="100" alt="Any charity to which you donate should be happy to tell you what it’s trying to achieve, how this goal will be accomplished and what it has done so far. (Illustration: Fotolia)" title="Any charity to which you donate should be happy to tell you what it’s trying to achieve, how this goal will be accomplished and what it has done so far. (Illustration: Fotolia)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p3"><span class="s1">Well over a million charities operate in the U.S. alone, and some do much more good work than others. To make sure your contributions go to the groups that accomplish the most, start by consulting watchdogs like Charity Navigator (<a href="http://charitynavigator.org" target="_blank">charitynavigator.org</a>), the American Institute for Philanthropy (<a href="http://charitywatch.org" target="_blank">charitywatch.org</a>) and the Better Business Bureau’s Wise Giving Alliance (<a href="http://give.org" target="_blank">give.org</a>). These outfits rate charities based on factors like how they spend money, protect donor privacy and pay their employees. Charity Navigator even offers lists such as “10 Highly Rated Charities with Low-Paid CEOs” and “10 Highly Rated Charities Relying on Private Contributions” to help you narrow your search for a worthy cause.</span></p>
<p class="p3"><span class="s1">Look at the IRS Form 990 of any charity you’re considering. It provides information on the group’s mission, programs and finances. GuideStar (<a href="http://guidestar.org" target="_blank">guidestar.org</a>) offers these forms on 1.8 million tax-exempt organizations for free. Finally, check with your state’s attorney general’s office. Every nonprofit that solicits money has to register with its state.&nbsp;</span></p>
<p class="p3"><span class="s1">Prefer giving to a local organization? Contact your area’s Better Business Bureau to see whether&nbsp;it has evaluated the charity you want to support.</span></p>
<p class="p3"><span class="s3">Check out the fiscal health of any charity that interests you. Look for its annual report, which should summarize its programs, governance and finances. You may find the report on the charity’s website but if not, ask to be sent a copy.&nbsp;</span></p>
<p class="p3"><span class="s1">The bulk of the money a charity collects should go toward programs, with no more than about 25 percent allocated for administrative costs like fundraising and salaries. “However, if your favorite charity happens to slip below that [75/25] ratio one year, don’t just drop it from your giving portfolio,” says Sandra Miniutti, vice president of marketing for Charity Navigator. Ask what’s going on and how the organization plans to improve its efficiency. Numbers don’t always tell the whole story.</span></p>
<p class="p3"><span class="s1">Any charity to which you donate should be happy to tell you what it’s trying to achieve, how this goal will be accomplished and what it has done so far. It should also be willing to say who leads the organization and how it’s run. You can double-check some of this information by looking at Form 990’s Statement of Program Service Accomplishment, where the charity reports its largest programs and funding allocated to them. You can also visit <a href="http://greatnonprofits.org" target="_blank">greatnonprofits.org</a>, where donors and volunteers write reviews and share information about charities and other nonprofits.</span></p>
<p class="p3"><span class="s1">An amateurish-looking website or a lack of detail can be a tipoff that a charity is questionable. Other things to watch out for include lookalike names and overly boastful claims, says Bennett Weiner, chief operating officer of the Wise ­Giving Alliance.&nbsp;</span></p>
</div></div></div>Tue, 16 Dec 2014 15:21:32 +0000Alexandra Kay5306 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/how-to-check-out-a-charity#commentsGiving Back: Fisher Center for Alzheimer’s Research Foundationhttp://bjtonline.com/business-jet-news/giving-back-fisher-center-for-alzheimers-research-foundation
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/fotolia_41939016_web.jpg?itok=9znYAmlO" width="100" height="67" alt="(Illustration: Fotolia/Freshidea)" title="(Illustration: Fotolia/Freshidea)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p1"><span class="s1"><i><strong>BJT</strong> readers—who represent one of </i></span><span class="s2"><i>the highest-net-worth magazine audi</i></span><span class="s1"><i>ences anywhere—clearly have the means to contribute to a better world. To help you do that, we’re spotlighting one deserving organization per issue. All of them have received a four-star overall rating from Charity Navigator </i></span><span class="s2"><i>(<a href="http://charitynavigator.org" target="_blank">charitynavigator.org</a>), which evaluates philanthropic institutions based on their finances, accountability and transparency.</i></span></p>
<p class="p1"><b>Fisher Center for Alzheimer’s Research Foundation </b>(<a href="http://alzinfo.org" target="_blank">alzinfo.org</a>)</p>
<p class="p2"><span class="s1">Alzheimer’s disease is brutal and heartbreaking and currently affects more than five million people in the U.S. alone. The highly regarded Fisher Center for Alzheimer’s Research Foundation aims to tackle the illness via a three-pronged approach: understanding Alzheimer’s, finding a cure and improving the care of patients to enhance their quality of life. The foundation funds scientists who continue to be at the forefront of research into the root causes of Alzheimer’s. It also provides outreach programs such as “Keeping Your Mind Sharp,” which provides techniques to reduce age-related memory loss through dietary changes, exercise and mental activity.</span></p>
</div></div></div>Tue, 16 Dec 2014 15:27:41 +0000Jennifer Leach English5311 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/giving-back-fisher-center-for-alzheimers-research-foundation#commentsEye-Popping Statshttp://bjtonline.com/business-jet-news/eye-popping-stats
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/2014-10_phoro_suspected-ebola-victim.jpg?itok=QOIjHDof" width="100" height="67" alt="Doctors without Borders, shown here aiding a suspected Ebola victim, is one of the charities recently featured in BJT&#039;s Giving Back department." title="Doctors without Borders, shown here aiding a suspected Ebola victim, is one of the charities recently featured in BJT&#039;s Giving Back department." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>The demographics of <strong>Business Jet Traveler</strong>’s audience are eye-popping. According to one survey, 57 percent of you are CEOs or in other C-level positions. Your annual income averages $1.3 million and your mean net worth is $18.1 million.</p>
<p>That kind of wealth is obviously as rare as it is impressive. And while it’s just as obvious that life at the other end of the spectrum is not rare at all, the statistics about the world’s most impoverished people remain equally eye-popping: 1 billion children, nearly half of all those on the planet, live in poverty—and about 22,000 die every day because of it. According to a 2008 World Bank report, 1.3 billion people in developing countries survive on $1.25 a day or less, which works out to a maximum of $456 a year.</p>
<p>Many of the rest of the people on Earth aren’t faring much better. According to the same report, fully half the world’s inhabitants live on less than $2.50 a day and 80 percent get by on less than $10 a day. Obviously, the vast majority of these people have no net worth to speak of. Many of them have probably never even heard the term.</p>
<p>Yet another set of statistics suggests that affluent Americans may not be doing enough to help these people. As of 2011, those whose earnings placed them in the top 20 percent contributed on average 1.3 percent of their incomes to charity. Meanwhile, those with earnings in the bottom 20 percent gave 3.2 percent. As the <em>Atlantic</em> pointed out in a 2013 article, “the relative generosity of lower-income Americans is accentuated by the fact that, unlike middle-class and wealthy donors, most of them cannot take advantage of the charitable tax deduction, because they do not itemize deductions on their income-tax returns.”</p>
<p>If you’d like to contribute more to charities, you may be wondering where your money would do the most good. For help finding organizations that deliver assistance effectively, see <a href="http://www.bjtonline.com/business-jet-news/how-to-check-out-a-charity">“How to Check Out a Charity,”</a> which appeared in <strong>Business Jet Traveler</strong>’s December 2014/January 2015 edition. If you’re pondering a large donation, you might also want to read “<a href="http://www.bjtonline.com/business-jet-news/smart-ways-to-give-to-charity" target="_blank">Smart Ways to Give to Charity</a>,” which ran in our June/July 2014 issue.</p>
<p>Want more guidance? Our editorial director, Jennifer Leach English, suggests a worthy charity in "Giving Back," which appears in the On the Fly section of every issue of <strong>BJT</strong>. Many of these organizations aid the poor while others fund medical research, disaster relief and other worthy causes. All of them have been top-rated by <a href="http://charitynavigator.org" target="_blank">Charity Navigator</a>,&nbsp;an outfit that evaluates philanthropic institutions based on their finances, accountability and transparency. Your contribution to any of these groups could make an important difference.</p>
</div></div></div>Tue, 30 Sep 2014 13:21:51 +0000Jeff Burger5231 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/eye-popping-stats#commentsKeeping It Simplehttp://bjtonline.com/business-jet-news/keeping-it-simple-0
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/2014-12_photo-surf_air_members_on_tarmac-web_0.jpg?itok=yND52IRo" width="100" height="67" alt="Surf Air offers members unlimited San Francisco/Los Angeles flights for a flat monthly fee. (Photo courtesy of Surf Air)" title="Surf Air offers members unlimited San Francisco/Los Angeles flights for a flat monthly fee. (Photo courtesy of Surf Air)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>No consumer likes a surprise on the bill, unless, of course, it’s the rare happy surprise. But lots of companies seem to consider inflated invoices integral to the business plan. As we all know from too much experience, the ploy works like this: hook the customer with a low advertised price, then hit him with extra charges.</p>
<p><span style="line-height: 1.538em;">Business jet travelers’ bills sometimes come loaded with surprises, at least for those who haven’t perused all the fine print. If you’re a charter customer, for example, even the basic flight charges can be difficult to predict: in addition to a per-hour fee for time in the air, there’s a price for taxiing, and some operators also impose minimum flight times, daily minimums or premiums for international or overnight routes. In addition, you can be charged fees for positioning, deicing and catering, plus federal excise tax, segment and fuel surcharges and an assortment of other add-ons.</span></p>
<p><span style="line-height: 1.538em;">Oh, and while payment of all these fees will get you up in the air and to your destination, they won’t cover landing. If you’d like to actually return to the ground at the end of your flight, you’ll likely have to pay a charge for that, too.</span></p>
<p><span style="line-height: 1.538em;">Despite all of this, charter invoices are a model of simplicity compared with <a href="http://www.bjtonline.com/business-jet-news/singing-the-legalese-blues" target="_blank">what many fractional-share buyers face</a>. You could almost finish a Tolstoy novel in the time in takes to wade through some fractional contracts—and if you do read yours, you’ll find that acquiring a fractional share involves a lot more than simply deciding what portion of what aircraft you want and paying for it. In addition to the purchase price, there’s an hourly operational fee, plus charges to cover such things as fuel stops and peak travel days. Yet another substantial cost consists not of an amount you pay but of an amount you don’t receive when you sell, due to depreciation.</span></p>
<p><span style="line-height: 1.538em;">You know the old acronym KISS, for Keep It Simple Stupid? As it happens, it was coined by someone in the aviation field—Kelly Johnson, a renowned engineer at Lockheed Martin. I suspect some people in bizav could have benefitted from his advice.</span></p>
<p><span style="line-height: 1.538em;">Now, finally, it seems that some of them are getting the point, as we may be witnessing the beginning of a shift toward simpler billing for private aviation services. Many jet cards, for example, tout all-inclusive pricing, with locked-in rates, no fuel surcharges and no interchange fees for using an aircraft model other than the one specified in your contract.&nbsp;</span></p>
<p><span style="line-height: 1.538em;">The latest trend may be to do away with per-flight charges altogether. As columnist James Wynbrandt noted in </span><strong style="line-height: 1.538em;">BJT</strong><span style="line-height: 1.538em;"> last August, Surf Air now offers an all-you-can-fly membership deal that lets you take as many trips as you want between L.A. and San Francisco for a flat monthly fee (plus a nominal one-time membership charge).</span></p>
<p><span style="line-height: 1.538em;">So while private jet travel will never be as inexpensive as taking a bus, paying for it may one day be nearly as simple. And that’s good news. Low come-on prices can seem great initially but the thrill can end abruptly with the arrival of a much higher final bill.</span></p>
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</div></div></div>Wed, 26 Nov 2014 15:38:00 +0000Jeff Burger5286 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/keeping-it-simple-0#commentsHoliday Gift Guide 2014: It's a Wraphttp://bjtonline.com/business-jet-news/holiday-gift-guide-2014-its-a-wrap
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/fotolia_71101340_web.jpg?itok=oHb1_kvb" width="100" height="50" alt="BJT&#039;s guide makes shopping for that special gift as easy as point and click. (Image: Fotolia)" title="BJT&#039;s guide makes shopping for that special gift as easy as point and click. (Image: Fotolia)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p1"><em><span class="s1">It’s that time of year again, but don’t panic. We’ve found gifts to delight everyone on your list, at prices from $15 to more than $100,000. So skip the malls and shop right here. Your recipients will think you spent lots of time and effort searching for the perfect present, and your secret will be safe with us.</span></em></p>
<p class="p1"><strong>EXTRA JUICE</strong></p>
<p class="p2"><strong><span class="s1">Mophie’s Juice Pack Helium</span></strong><span class="s2">, </span>an ultralight yet protective iPhone case, incorporates a battery that provides up to 80 percent extra power. We used it in the car for four hours without petering out while consulting MapQuest (an app whose only notable shortcoming is that it sucks the life out of your phone). Available in seven colors for $79.95 at <a href="http://mophie.com" target="_blank">mophie.com</a>.</p>
<p class="p3">Want more power? Jackery offers several external battery options for charging phones and tablets on the go. Most recently the company introduced<span class="s2"> </span><strong><span class="s1">Leaf</span></strong><span class="s2">, </span>a $49.95 snap-on iPhone case that offers up to 100 hours of extra battery time. Check out the selection at <a href="http://jackeryusa.com." target="_blank">jackeryusa.com.</a></p>
<p class="p3">Mophie’s Juice Pack Helium and Jackery’s Leaf are both available for iPhone 5/5s. Neither company has confirmed plans for iPhone 6 versions but we suspect they’re on the way.</p>
<p class="p3">Know someone who’s constantly looking for a socket to charge a portable device? The<span class="s3"> </span><strong><span class="s1">Hub It Synch and Charge Station</span></strong><span class="s2"> </span>may be the answer. It’s capable of rapidly syncing and charging up to seven portable devices simultaneously. The sleek design includes retractable cartridge connectors to hide that unsavory tangle of cords we spy on even the most organized kitchen counters. It costs $79.99 and is available from a variety of retailers <i>(see <a href="http://eggtronic.com" target="_blank">eggtronic.com</a> for a list).</i></p>
<p class="p1"><strong>GALLERY OPENING</strong></p>
<p class="p2"><strong><span class="s1">WhiteWall</span> </strong>could forever change the way we frame family photos. This innovative lab/framing service allows you to enlarge and frame any photo through a simple point-and-click process that takes a few minutes on an easy-to-navigate website. You upload an image from your computer and then choose from various printing and mounting options. The prices are reasonable considering the high quality and quick turnaround. We were particularly impressed with WhiteWall’s handling of a large-scale image of a child, which the company printed directly under acrylic glass and framed to perfection. Prices for most items range from $10 to $800 at <a href="http://whitewall.com" target="_blank">whitewall.com</a>.</p>
<p class="p1"><strong>MONTHLY BLOOM</strong></p>
<p class="p2">Ralph Waldo Emerson said, “the <span class="s1">Earth laughs in flowers,” so spread the merriment around this year by choosing a gift that is sure to bring a smile. The floral subscription service </span>at <span class="s2">1800flowers.com</span> offers several attractive options, including Bloom of the Month ($59.99/bouquet), which is a monthly shipment of the freshest flowers available, and Rose of the Month ($39.99/bouquet), which is just as <span class="s1">sweet. You can opt for delivery of either for three, six or 12 months. We use </span><a href="http://1800flowers.com" target="_blank"><strong>1800flowers.com</strong></a> all the time because of its exceptional service and quality.</p>
<p class="p1"><strong>CHEF IN A BOX</strong></p>
<p class="p2">Concerned about a recent college graduate who is living on his or her own for the first time and placing low priority on nutritious <span class="s1">eating? The folks at </span><strong><span class="s2">dCuisine</span></strong><span class="s1"><strong> </strong>have reinvented the TV dinner </span><span class="s3">by preparing frozen entrees that actually rival many restaurant </span><span class="s1">meals. Chef Ken Arnone creates seasonal menus using the finest, </span>healthiest ingredients and cooks single-serve soups <span class="s3">(butternut squash, Thai chicken) and treats such as beef short </span><span class="s1">ribs and Pacific seafood stew in small batches. The meals are then </span>flash-frozen and shipped in dry ice to stack in the freezer until dinnertime. We were skeptical too—until we tasted the food. Meals start at $15, gift certificates at $50, from <a href="http://dcuisine.com" target="_blank">dcuisine.com</a>.</p>
<p class="p1"><strong>CHOCOHOLICS, REJOICE</strong></p>
<p class="p2"><strong><span class="s1">Dear Coco</span></strong>—a new handcrafted brand of truffles and <span class="s2">bars—is all-natural, dairy-free and gluten-free. It also ranks among the best and richest chocolate we’ve sampled. The honey-infused “Around The World” truffle collection includes 12 varieties with </span><span class="s3">innovative flavors such as “Mumbai Masala Chai” and “New </span><span class="s2">Orleans Bananas Foster.” What sealed the deal for us were the </span>toffee chocolate bars, which come in a neat stack of eight in <span class="s4">delicious flavors, including cinnamon clove, rosewater and pie </span><span class="s2">spice. Beware: it will be hard to resist eating the whole lot at once. The Toffee Chocolate Bar Gift Set goes for $65 at <a href="http://dearcoco.com" target="_blank">dearcoco.com</a>.</span></p>
<p class="p1"><strong>I SCREAM,YOU SCREAM</strong></p>
<p class="p2"><span class="s1">Make life a bit sweeter by sending a treat the whole family can enjoy—ice cream. </span>Here are three options we recommend.</p>
<p class="p3"><span class="s2">Create your own custom-made ice cream, gelato or fat-free/dairy-free sorbet on </span><a href="http://eCreamery.com" target="_blank"><strong><span class="s3">eCreamery.com</span></strong></a><span class="s1">, where you can let your fantasies run wild by choosing </span>from more than 40 flavors and 30 mix-ins. The company even lets you design a <span class="s2">personal label and packaging to prove it’s your recipe. An original batch of sorbet or </span><span class="s1">ice cream starts at $59.99 for a half-gallon (packaged in four </span><span class="s2">pint containers), and there are all sorts of options for one-time or monthly delivery, with Flavor of the Month subscriptions starting at $200 (for three months) at <a href="http://ecreamery.com" target="_blank">ecreamery.com</a>.</span></p>
<p class="p3">Ohio’s<span class="s3"> <strong>Graeter’s</strong></span><span class="s1"> ice cream has been around since 1870 for a reason. You can’t go wrong with this creamy concoction, which is available in a variety of flavors, both classic (butter pecan, chocolate chip) and seasonal (cinnamon, pumpkin). These are calories that are worth the splurge. Choose a six-pack of pints for $60 or send a 12-pack for $120 at <a href="http://graeters.com" target="_blank">graeters.com</a>.</span></p>
<p class="p3"><strong><span class="s4">Greenfield</span></strong> makes its ice cream from scratch in small batches using milk, cream, sugar and eggs plus other all-natural ingredients. Choose from more than a dozen flavors, including our favorites: salted caramel and peanut-butter chip. You can order a sampler pack of 10 pints for $74 and you can customize the labels with your own message. Memberships start at $48 for two pints a month for three months at <a href="http://greenfieldicecream.com" target="_blank">greenfieldicecream.com</a>.</p>
<p class="p1"><strong>COPY THAT</strong></p>
<p class="p2">Impress the techie on your list with a cutting-edge 3-D <span class="s1">printer from Maker Bot. The easy-to-use equipment </span>can design and print anything from toys to tablet cases to coffee mugs. The fifth-generation <strong><span class="s2">Desktop MakerBot Replicator Printer</span> </strong>sells for <span class="s3">$2,899 at <a href="http://makerbot.com" target="_blank">makerbot.com</a>; you can also buy a compact version </span><span class="s1">for $1,375, and owners can sign up for classes at MakerBot </span><span class="s3">stores to “learn how to create the things you want and need.”</span></p>
<p class="p1"><strong><span class="s1">A TOAST TO THE TWENTIES</span></strong></p>
<p class="p2"><span class="s2">Restoration Hardware has created a <strong>bar cart</strong> based on a light-bulb testing machine it found in a 1920s-era German factory. Stock it up with whiskey, wine and crystal glasses for the ultimate gift for someone who appreciates a good cocktail. The price is $1,995 at <a href="http://restorationhardware.com" target="_blank">restorationhardware.com</a>.</span></p>
<p class="p1"><strong><strong>DAILY REMINDER</strong></strong></p>
<p class="p2">The handwritten daily planner has fallen out of favor with the embrace of electronic calendars, but some people still prefer paper. For them, a planner from <strong><span class="s1">Smythson of Bond Street </span></strong>is the perfect gift. Each year the iconic luxury leather-goods company rolls out a new line of vibrantly colored pocket and desk diaries and organizers. We especially love the Soho Diary (about $390), whose stunning design <span class="s2">makes jotting down dentist appointments almost enjoyable. Visit <a href="http://Smythson.com" target="_blank">Smythson.com</a>, where you’ll find other beautiful leather goods and stationery that will enchant anyone who craves a little luxury.</span></p>
<p class="p1"><strong><strong>MIGHTIER THAN THE SWORD</strong></strong></p>
<p class="p2">There is something glamorous and dignified about pulling a heavy, gorgeous fountain pen out of your pocket or bag. Pens continue to be fantastic gifts, perhaps even more so now that technology has made the handwritten word so rare. We love the U.K.-based <strong>Pen Shop</strong>, which offers everything from the basic Montblanc to a $150,000 gold Caran d’Ache Caelograph fountain pen. Don’t worry: it comes with a lifetime international guarantee at <a href="http://penshop.co.uk" target="_blank">penshop.co.uk</a>.</p>
<p class="p1"><strong><strong>BACK TO BASICS</strong></strong></p>
<p class="p3"><span class="s2">Nothing feels better than watching a small child’s imagination ignite, and this colorful set of wooden cars from Nova Natural spark lots of elaborate pretending in every youngster who comes to our house. <strong>Nova Natural </strong>also offers a slew of other simple and beautifully made gifts, such as colored pencil sets, brightly colored wooden rattles and amber necklaces for teething infants. A set of six wooden cars is $69 at <a href="http://novanatural.com" target="_blank">novanatural.com</a>.</span></p>
<p class="p1"><strong><strong>FOR THE TOT WHO HAS EVERYTHING</strong></strong></p>
<p class="p2">Before you dismiss this miniature Range Rover as a tacky toy for the <span class="s1">nouveau-riche, consider the joy it will bring to you and your guests as </span><span class="s2">you enjoy glasses of wine on the porch while your children drive around the backyard for hours on end. One weekend last summer we watched </span><span class="s1">as the </span><strong><span class="s3">Avigo Range Rover Sport</span></strong><span class="s1"><strong> </strong>captivated kids of all </span><span class="s2">ages. We’re especially impressed with the durability and stability of this </span><span class="s1">little set of wheels, which is designed with fun sound effects, working </span><span class="s2">doors </span><span class="s4">and chrome wheels and tailpipes. It travels up to 4.5 mph in forward </span><span class="s2">and reverse and features a speaker jack that lets children listen to their favorite songs on the road when they connect a portable music player. </span><span class="s1">The Range Rover retails for $399.99&nbsp;at <a href="http://toysrus.com" target="_blank">toysrus.com</a>.</span></p>
<p class="p1"><strong><strong>ULTIMATE STOCKING STUFFER</strong></strong></p>
<p class="p2"><strong><span class="s1">The Four Seasons </span></strong>hotel chain now has its own custom-designed, retrofitted Boeing 757 (everyone on board gets a flat-bed seat), and it is offering the experience of a lifetime: an around-the-world trip, with stops at up to 10 destinations. Experiences can include diving with a marine biologist in the Maldives and learning to make sushi in Tokyo. The Four Seasons accommodations and unparalleled service don’t hurt, either. You can arrange this unforgettable gift for $119,000 per person at <a href="http://fourseasons.com" target="_blank">fourseasons.com</a>.</p>
<p class="p1"><strong><strong>LITTLE SHOP, BIG IDEAS</strong></strong></p>
<p class="p2"><strong><span class="s1">Lon Little Shop</span></strong><span class="s2"> claims to “meticulously select products from the best designers and brands </span><span class="s3">in the world,” and having visited this tiny Boulder, Colorado store, we can attest that it delivers on that goal. Here you will find exquisite and </span><span class="s2">unusual gifts, ranging from original artwork (we love the “With Love” numbered heart prints) to backpacks to brass bell ring holders that look like mini sculpture. Don’t worry if you have no plans </span><span class="s3">to visit Boulder: all of the items are available at <a href="http://lonlittleshop.com" target="_blank">lonlittleshop.com</a> and shipping is free.&nbsp;</span></p>
<p class="p1"><strong><strong><strong><strong>MAKE THAT A RED EYE</strong></strong></strong></strong></p>
<p class="p2"><span class="s1">For the strong coffee lover, nothing tops a beautifully made double espresso, and for espresso machines, no one tops the </span><span class="s2">Italians. Illy’s </span><strong><span class="s3">Pasquini Livietta</span></strong><span class="s2"><strong> </strong>espresso and cappuccino machine is built to fit compactly on most kitchen counters </span><span class="s1">but has the commercial-strength power </span><span class="s2">needed to steam milk and brew espresso at </span><span class="s1">the same time, so your guests won’t have </span>to wait while you make the foam. It goes for $1,075 at <a href="http://Illy.com" target="_blank">Illy.com</a>.</p>
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<p><em><a href="mailto:english@bjtonline.com">Jennifer Leach English</a> is <strong>BJT</strong>’s editorial director.</em></p>
</div></div></div>Mon, 24 Nov 2014 19:10:22 +0000Jennifer Leach English5276 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/holiday-gift-guide-2014-its-a-wrap#commentsPhiladelphia Cricket Clubhttp://bjtonline.com/business-jet-news/philadelphia-cricket-club
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/philadelphia-cricket_wissahickon7_6585206_web.jpg?itok=uVGcXAf0" width="100" height="73" alt="7th hole, Wissahickon Course (Photo: Evan Schiller Golfshots.com)" title="7th hole, Wissahickon Course (Photo: Evan Schiller Golfshots.com)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em>After a complete restoration, it features an expanded course layout that testifies to the genius of designer A.W. Tillinghast.</em></p>
<p>If you like old school, Philadelphia Cricket Club is the place for you. The club dates from 1854 and has grown to the point where it now sports 45 holes of golf on two parcels that are five miles apart. The original St. Martins layout, in the upscale, leafy neighborhood of Chestnut Hill, was home to the U.S. Open in 1907 and 1910. Today, golf there comes in the form of a charming little nine-hole layout (par-35, measuring 2,617 yards) that’s part of a campus with tennis and a gourmet dining facility.</p>
<p>The club’s main golf facility is a 365-acre tract in Flourtown, 15 miles north of downtown Philadelphia. There, the Wissahickon Course is a 1922 design that was the home turf of its architect, the flamboyant A.W. Tillinghast, whose ashes were scattered on the grounds. An adjoining parcel remained unused until 2002, when Michael Hurdzan and Dana Fry debuted the Militia Hill Course (par-72, back tees at 7,380 yards).</p>
<p>Tillie’s Wissahickon Course (par-70, stretching to 7,119 yards) was always intended as a championship fairway in terms of length, quality of greens shaping and his characteristically wild bunkering scheme. One legendary hazard was a scattershot diagonal bunkering array—a “hell’s half-acre” of sand—across the middle of the course on the par-5 seventh hole. Sadly, that got covered up over the years, as did many other bunkers. Trees grew in, in some cases closeting hole corridors down and shutting off views (and air movement). Greens shrank. Lines of play got straightened.</p>
<p>Now, after a complete restoration by architect Keith Foster, the newly reopened layout emerges as a stirring example of Tillinghast’s genius. Greens have been expanded and trees taken down to reveal long views across the property; bunkers have been deepened and restored, and large tracts of wavy fescue have been established.</p>
<p>Most clubs lose members during a prolonged closure for restoration. Philly Cricket membership, however, grew from 660 to 770. It helped having other golf available next door at Militia Hill and over at St. Martin’s. It also helped having an expansive practice facility, meticulously maintained golf course turf (courtesy of superintendent Dan Meersman) and a gracious golf operation run by the PGA’s Jim Smith, Jr.</p>
<p>And then there’s the rambling farmhouse of a clubhouse—looks creaky, feels comfortable—that literally brushes up against the back of the first tee and 18th green at Wissahickon. Now that’s old school.</p>
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<p><b>COURSE:&nbsp;</b>The Philadelphia Cricket Club, Flourtown, Pennsylvania. For information, call (215) 247-6113 or visit philacricket.com.</p>
<p><b>AIRPORTS:&nbsp;</b>Northeast Philadelphia Airport (PNE) has a 7,000-foot runway and is 17 miles east of the club. Philadelphia International Airport (PHL) has a 10,506-foot runway and is 30 miles south of the club.</p>
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<p><em><a href="mailto:bklein@bjtonline.com">Brad Klein</a> is the architecture editor of</em> Golfweek<i>. His latest book is </i>Wide Open Fairways<i>.</i></p>
<p>&nbsp;</p>
</div></div></div>Tue, 11 Nov 2014 18:03:39 +0000Bradley S. Klein5266 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/philadelphia-cricket-club#commentsGetaways: Gorilla Tracking in Rwandahttp://bjtonline.com/business-jet-news/getaways-gorilla-tracking-in-rwanda
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/lodge-view-2.jpg?itok=TfjbPSwp" width="100" height="69" alt="Volcanoes Virunga Lodge" title="Volcanoes Virunga Lodge (Photo: Volcanoes Safaris)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p1"><strong><span class="s1"><i>A high-altitude trek in a remote African bamboo forest puts our correspondent face-to-face with humanity’s closest relatives.&nbsp;</i></span></strong></p>
<p><em>Thwack, thwack, thwack.&nbsp;</em>The tracker uses his machete to slice through dense brush in Volcanoes National Park in Rwanda, where I have come to see the gorillas. The terrain here in East Africa is steep, muddy and slippery and the uneven earth is covered with stinging nettles, fire ants and poison ivy—not a good place to fall. At least I’m over my jetlag, having arrived two days ago after a 19-hour flight from New York; a night in an airport motel; a flight the next morning from Uganda’s Entebbe to Kigali, the capital of Rwanda; and a four-hour drive to the Volcanoes Virunga Lodge.</p>
<p>Already, I’ve had quite an experience at this luxury resort, which is perched on top of a hill with panoramic views of three soaring volcanoes and two glistening lakes. On my first night here, I savored a gourmet dinner of pumpkin soup, grilled salmon and a decadent chocolate-filled dessert. Then costumed members of the local Intore tribe offered a dancing and drumming performance on the lawn, after which I walked along a winding path to my private banda (cottage) and stood on the veranda to gaze up at a universe of giant stars. The next morning, I had a deep massage and toured a school where the children greeted me with, “Good morning, visitor,” and sang to me in Rwandan.</p>
<p>Right now, though, I’m immersed in the main event, the one I’ve traveled halfway around the world to experience: tracking gorillas. We walk up a steep incline and I stumble on a root, but the porter is right there to stop my fall. I had no intention of hiring a porter to carry my backpack—I consider myself adventurous—but we’ve been warned that we could be out a long time looking for the primates, so my backpack is loaded down with water bottles, extra clothing layers and raingear. The porter helps me across ravines and up steep embankments, pushes hanging vines away from my face and keeps me from falling. Hiring a porter is the best $10 investment I’ve ever made.</p>
<p>“Stick close together,” says our guide, Fidel (“not Castro,” he keeps repeating). There are eight of us, plus Fidel, the trackers and our porters. The altitude is more than 8,000 feet and it’s slow going, but I’m not complaining: I know every step will be worth it once we see humanity’s closest relatives, who share 97 percent of our genes.</p>
<p>Of the 700 mountain gorillas left in the world, more than half are here at Volcanoes National Park, which was made famous by <i>Gorillas in the Mist</i>, a 1983 book by Dian Fossey and 1988 movie starring Sigourney Weaver. Ten groups of habituated gorillas (meaning they aren’t frightened by humans) live in this park. Each day 80 lucky permit holders in groups of eight go with a guide and trackers to look for one of these gorilla families. Additional trackers assigned to each of these families leave early every morning to find and radio the primates’ location, and the guide then leads visitors to that spot.</p>
<p>This is not a zoo, however, and the gorillas don’t appear on cue—even after the tracker radios the location, the animals are constantly moving and you have to find them. Usually, guests do so after a two- or three-hour hike, though one day, a group of Spanish tourists still hadn’t come upon any gorillas by 4 p.m. Fidel suggested they go back the next morning free of charge (a one-person permit costs $750), but they had an airplane to catch, so they stayed and eventually found the primates, though they had to walk back through the forest in the dark and didn’t return to their vehicles until 10 at night. I hope that’s not our fate.</p>
<p>We are tracking the Hirwa group, which means “lucky one.” This family came together eight years ago, made up of gorillas from two other families. There are now 12 gorillas in the Hirwa group, among them a Silverback, mothers, teenagers and babies. The Silverback, Munvinya, originally belonged to the Susa group (one of the families that Fossey studied), but he mated with some of the group’s females, causing a rift with the Susa Silverback. One day Munvinya took two females, left the group and moved to another part of the forest; along the way he collected more females, including one that gave birth to twins.</p>
<p>We slog along for about an hour and then Fidel’s walkie-talkie beeps. He speaks into it in Rwandan and grins. “The gorillas are very near,” he says. “Put down everything you’re carrying except cameras. Remember, no flash. Stay close together and follow me quietly.” The only sound comes from our boots crunching leaves and twigs as we move single file toward a clearing in a bamboo forest.</p>
<p>Suddenly Fidel signals us to form a semicircle in a little clearing and sit down. I gasp. In front of us are 10 gorillas that obviously know we’re here but don’t seem to care. We are allowed to watch for one hour and are supposed to remain no closer than seven meters (about 23 feet).</p>
<p>Some of the gorillas groom each other; one chews bamboo leaves, then farts; another, the size of a washing machine, moves to within six feet of us, pounds his chest and lumbers off. A female nurses twin babies. Another young one, hand gripped tightly around a bamboo stalk, tries to swing onto a vine. He makes a few attempts, succeeds and then swings back and forth, as cute as a toddler.</p>
<p>A gorilla sprawls on his back, hands clasped behind his head and feet crossed as though he were sunbathing on a beach. He uncrosses his legs and scratches one foot with the other. His feet look human except his toes are as long as my fingers and his big toe looks like a large thumb. The primates’ expressions seem human: serene, pensive and curious.</p>
<p>One gorilla that has been sitting quietly, his mouth fixed in a yawn, stands up, pounds his chest, catches my eye and starts to run straight toward me. My heart is in my throat and I can feel my skin prickling. I push my hands hard into the ground, ready to spring up and make a run for it but&nbsp;at that moment, Fidel steps between me and the gorilla, and the primate backs off. “He’s just trying to show his superiority,” Fidel says.</p>
<p>A medium-sized gorilla scratches his arm as another moves in my direction. I look for Fidel to save me again but he is not close enough this time. “Don’t move,” he whispers. I avert my eyes and the gorilla grunts. Then it moves away. I am still shaking as I raise my camera to take a photo of a young gorilla grooming his mother. There’s a rustling sound above us. Birds? Monkeys? I look up to a black furry blob. It’s a gorilla in the tree. Will it fall on me?</p>
<p>Suddenly a black gorilla with a silver saddle lumbers through the bamboo trees. He must weigh more than 400 pounds. It’s the silverback, Munvinya. He grunts, then brushes past us and disappears into the bamboo shoots. “Come,” whispers Fidel.</p>
<p>We follow him down a hill as steep as a ski slope, clinging to vines and tree branches. I have a gut feeling we won’t find the Silverback because the bush is so thick, but just then Fidel stops. There, in a small clearing about six feet from us, is Munvinya mating with one of the females. A young gorilla just a few inches away pays no attention. The act goes on for a long time; when it finally ends, Munvinya clambers off his mate’s back and sits on the ground.</p>
<p>That night at the Lodge, we all bring our laptops to dinner and compare photographs. They serve as proof that this was not a dream—we truly saw the gorillas. The next morning, on the drive back to the airport, I gaze out at field after field of rice paddies and crops of sorghum and Irish potatoes and corn surrounded by soaring volcanoes. Along the side of the road is a continual parade of Rwandans: young boys carrying huge piles of branches on their shoulders, women with heavy cassava leaf bundles balanced on their heads, young children walking by their sides. Rwanda is now a peaceful and safe country where everyone lives in harmony. We stop at a roadside stall for succulent fresh-roasted corn and steaming hot sweet potatoes. A man walks by, pushing his bike, which is laden with five huge sacks of potatoes.</p>
<p>Back in the vehicle, we drive past a field where three majestic herons are perched in the grass, each standing on one leg. Herons, in Africa were thought to communicate with the Gods, an apt ending to my Rwandan adventure.</p>
<hr>
<p><em><strong>TRAVELER FAST FACTS</strong></em></p>
<p><strong>WHAT IT IS:&nbsp;</strong>Rwanda, located a few degrees south of the equator in East Africa, is one of the few countries where visitors can track habituated gorillas. Ten gorilla families live in Volcanoes National Park, which offers the choice of easy, medium or advanced terrain to find them.</p>
<p><strong>CLIMATE:&nbsp;</strong>The best time to visit the Virunga area of Rwanda is during the dry seasons, from mid December through February and from June through October. There’s little reason not to come during the rest of the year, however, as it most often rains only briefly in the afternoons. It gets chilly in the mountains at night, so bring a sweater.</p>
<p><strong>GETTING THERE:&nbsp;</strong>Fly to Kigali International Airport or to Entebbe and connect to Kigali—an 18- to 21-hour flight from the U.S. East Coast. Then drive four hours to Ruhengeri or charter a chopper directly to the Volcanoes Virunga Lodge heliport with Akagera Aviation (phone: +250-280280600). Private jets fly into Kigali International, which has an 11,483-foot runway. Landing fees and diplomatic clearance may be required. For information, email the Rwanda Airport Authority at <a href="mailto:raa@rwanda1.com">raa@rwanda1.com</a> or call +250-83441/85845.</p>
<p><strong>WHAT TO KNOW&nbsp;BEFORE YOU GO:&nbsp;</strong>Visas aren’t required for U.S. citizens. Safari lodges cover most costs. For personal expenses, figure $30 to $50 per day. The U.S dollar, which equals about 660 Rwandan francs, is accepted everywhere. (Bills must be in excellent condition with no stains or tears.) Anti-malaria tablets and mosquito repellent are essential and yellow-fever vaccination is strongly suggested.</p>
<hr>
<p><em><strong>TRAVELER REPORT CARD</strong></em><br><br />
<strong>ACCOMMODATIONS (A):&nbsp;</strong>I stayed at the luxurious Volcanoes Virunga Lodge. Perched high on a ridge with magnificent views of the volcanoes and twin lakes below, this eco-friendly resort features 10 standalone cottages with terraces and full baths. The $3,797 high-season and $3,417 low-season rates are per person, based on double occupancy, and cover a three-night, four-day stay with full board, massages and a gorilla permit. Another excellent resort is Sabyinyo Silverback Lodge, which is not quite as opulent but close to park headquarters.</p>
<p><strong>FOOD (A):&nbsp;</strong>Meals at Virunga Lodge are delicious and plentiful with picnic lunches available for excursions. Three-course dinners include westernized specialties such as ravioli with roasted pumpkin and ginger and the popular “Taste of Rwanda” (banana and beef stew, red beans, cassava and rice with peanut sauce). All bread is homemade as are the gorilla animal crackers.</p>
<p><strong>ACTIVITIES (A+):&nbsp;</strong>Visitors come to track the mountain gorillas in Volcanoes National Park as well as to track golden monkeys. You can hike (six to eight hours) to Dian Fossey’s grave, climb Visoke Volcano (five to eight hours at high altitude) and visit the Mwiko Primary School to help students practice English. A great add-on destination is Mt. Gahinga Volcanoes Safari Lodge in Uganda, less than two hours away by car. There you can track gorillas and golden monkeys, hike up volcanoes and interact with the Batwa pygmies during a not-to-be-missed cultural-heritage experience that includes a dance/drumming performance. Epic Road customizes Rwanda gorilla tracking tours with lodges of the customer’s choice and will combine Rwanda with a traditional game drive safari in Tanzania (visitors can fly from Rwanda direct to Serengeti).</p>
<p><strong>QUIETUDE (A+):&nbsp;</strong>At the Virunga Safaris Lodge, guests generally hear nothing but wind rustling through the trees and birds singing. As noted in the accompanying story, though, my first night here featured a half hour of thunderous drumming, singing and dancing by the local Intore tribe.</p>
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<p><i style="line-height: 1.538em;"><a href="mailto:mgoldsmith@bjtonline.com">Margie Goldsmith</a> is a&nbsp;</i><i style="line-height: 1.538em;">New York City-based freelance writer. Her <a href="http://bjtonline.com/business-jet-news/renaissance-woman-barbara-barrett" target="_blank">interview</a> with businesswoman, diplomat and astronaut Barbara Barrett appeared in our August/September issue.</i></p>
</div></div></div>Mon, 20 Oct 2014 20:15:28 +0000Margie Goldsmith5256 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/getaways-gorilla-tracking-in-rwanda#commentsHoneywell Chairman and CEO Dave Cotehttp://bjtonline.com/business-jet-news/honeywell-chairman-and-ceo-dave-cote
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/davidcote4.25.14150_web.jpg?itok=BBokWK4N" width="100" height="67" alt="Honeywell Chairman and CEO Dave Cote (Photo: Bill Bernstein)" title="Honeywell Chairman and CEO Dave Cote (Photo: Bill Bernstein)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>When Honeywell International appointed Dave Cote as CEO and chairman in 2002, the world was in recession and the company was in dire straits. It had just been through an ineffectively executed merger with AlliedSignal and was suffering from substantial financial losses, low morale and divided focus.</p>
<p>But Cote, whose hardscrabble New Hampshire childhood is well documented, was used to turning things around. The new CEO—whose previous experience included two decades in senior positions at General Electric—began by systematically changing the corporate culture. He unloaded dozens of businesses, bought dozens more and moved some operations to countries such as China and India, where costs are lower. Today Honeywell is a diversified technology and manufacturing company with more than $40 billion in assets that delivers strong results to shareholders. It has enjoyed the kind of comeback that will likely be studied in business schools for years. As for its leader, <i>Barron’s</i> echoed a widely held view when it named him this year to a list of the world’s best CEOs.</p>
<p>Cote (pronounced coat-<em>ee</em>) clearly owes his success partly to self-confidence and self-discipline. (Rudyard Kipling’s “If,” a poem about those traits, hangs in the doorway of his office. <em>Read it at the end of this interview</em>.) I was also struck during our interview by his focused energy, lack of any apparent cynicism and childlike excitement about topics ranging from business jets to the New England Patriots to iPhone cases. I found it easy to see how his enthusiasm for Honeywell and its products could motivate employees at his Fortune 100 company, because when I met with him at his head office in Morristown, New Jersey, I was far along in my second pregnancy and exhausted, but I came away 90 minutes later completely energized.</p>
<p>One reason Cote stands out is his commitment to bipartisanship—a rare attribute these days. Though a registered Republican, he has close ties to the Obama Administration. In 2009, the President named Cote co-chair of the U.S.-India CEO Forum, on which he has served since 2005. Then, in 2010, Obama appointed him to serve on the National Commission on Fiscal Responsibility and Reform, also known as the Simpson-Bowles Commission.</p>
<p>At Honeywell, Cote places a priority on being visible and accessible to more than 131,000 employees in approximately 100 countries. He logs about 500 hours per year on the company’s business aircraft <em>(see "The Honeywell Fleet" below)</em>, often jetting off to one of 300-plus plants to walk the floor.<br><br />
<strong>You travel exclusively on Honeywell’s aircraft. How has that made a difference for you?</strong></p>
<p>It is not just important that I use my time effectively, but also that I get out and connect with employees so that they know that I know that what they are doing is important. In the U.S. and some other countries I can see three plants in a day. I could never do that without a business jet.</p>
<p>I am also able to work a lot more effectively on [a corporate aircraft]. We have developed software that allows me to use my Blackberry and iPhone on the plane. I can be 45,000 feet over the Pacific Ocean and dealing with my guys in China, the U.S. and South America. It allows me to constantly be running the company.</p>
<p><strong>You operate worldwide. What is your advice to companies that are trying to start businesses or open factories outside their own countries?</strong></p>
<p><span style="line-height: 1.538em;">Learn all the local laws and regulations, get good advice locally and make sure you understand it. Sometimes you’ll find that what the other country is already doing is even more logical than what you [are used to doing].</span></p>
<p><span style="line-height: 1.538em;">It is amazing how far you can get by just remembering those lessons your parents taught you. Treat people with respect, be nice to people, and it is remarkable how much they’ll forgive you.</span></p>
<p><strong><span style="line-height: 1.538em;">Where you grew up there weren’t many successful businesspeople to look up to.&nbsp;Your own kids, however, are dealing with the opposite extreme. The reality is that it will be hard for them to measure up to you in terms&nbsp;of business success.</span></strong></p>
<p><span style="line-height: 1.538em;">It is a little difficult for kids sometimes if they grow up with a parent who has had some success. There are enough people like me—people who start with almost nothing and end up in a good place—that they have awards for us. But there are no awards for kids who start with something and also turn out well. Because if they are successful people say, “Well, of course.” If they are not successful people say, “Look at all the advantages that kid had and he still couldn’t do it.” So my kids are in a tougher spot than I was.</span></p>
<p><span style="line-height: 1.538em;">It’s also tougher because they have a lot&nbsp;more choices, and they have to pick the right ones. Whereas for me, the only [question] I had to [ask] was, “Is this going to pay me more than the last job?”</span></p>
<p><strong><span style="line-height: 1.538em;">How do you like being a grandfather?</span></strong></p>
<p>I don’t consider myself an emotional type. Four years ago, I got the word [my grandchild was about to be born], so I drove to Massachusetts. I stayed up all night waiting for the big event, very calm. And then I went into the room and I held her, and all of a sudden I started blubbering like a baby. I remember sitting there thinking, what is happening to me? I was much more moved by it than I ever thought I would be. I was just astounded by my reaction.</p>
<p><strong><span style="line-height: 1.538em;">I like what you have said about&nbsp;the importance of being self-aware.</span></strong></p>
<p>I am a relative latecomer to self-awareness but I did learn it, thank God.</p>
<p><span style="line-height: 1.538em;">There was kind of a watershed moment about 20 years ago. I used to get feedback that I was defensive about things, to which my reaction, of course, was, “No, I am not.” One day I was in a meeting, and I reacted to something being said, and the person said, “Gee, Dave, don’t be so defensive.” So I asked him directly, “Do you consider me defensive?” And he said, “Well, I wouldn’t say you are defensive. But if we say something negative about your organization and we are not 100 percent correct, you will rip our lips off.”</span></p>
<p><span style="line-height: 1.538em;">That stuck with me. I thought about it a lot, and realized I need to think differently. Sometimes I still get defensive, but I am much more aware of it now.</span></p>
<p><strong><span style="line-height: 1.538em;">Right now the press loves you but when you first started as CEO, the press was not kind. How did you handle the criticism?</span></strong></p>
<p><span style="line-height: 1.538em;">I was relatively confident that we could [succeed]. I felt that we didn’t have any other choice, and it’s not like I could argue back [with the press] because in the beginning I had nothing of substance to argue with. The only thing that would ever prove it is if I could [achieve success].</span></p>
<p><strong><span style="line-height: 1.538em;">In college you worked nights in an airplane factory. Do you ever look back in disbelief at how far you have come since then?</span></strong></p>
<p><span style="line-height: 1.538em;">Always. Sometimes I will think to myself, “I can’t believe that little Dave Cote from Suncook, New Hampshire is doing this.” I mean, my big goal when I finally did get out of school was to someday make $20,000 a year to support my family.</span></p>
<p><strong>How far would you allow yourself to dream back then?</strong></p>
<p><span style="line-height: 1.538em;">It was kind of a budding awareness. Every step I took where I realized I could do it allowed me to think bigger than I did before. And it is not like people were always helpful along the way. I remember having an interview with a general manager when I was in finance and him asking, “What do you want to do someday?” I told him that I would like to be a general manager of a business. He said, “Well, that is not going to happen—get real. What would you really like to do?”</span></p>
<p>So [I needed to have] a fair amount of confidence [in order to move forward.] But it grew over time and it wasn’t until maybe 20 years ago when I first started to think, “You know, I probably could be a CEO. I wonder if there is a way to make that happen.” But [I didn’t think like that] from the beginning. The first 10 years was just, “I need money. I need to support my family.”</p>
<p><strong><span style="line-height: 1.538em;">Do you credit your parents with giving you the original self-confidence that then grew? Or were you born with it?</span></strong></p>
<p><span style="line-height: 1.538em;">I am a big believer in nature as well as nurture—that we all have a genetic soup that goes back thousands of generations, and who knows what part we get. But it’s also nurture. All five kids in my family are pretty independent, and I don’t think that’s [purely] genetic. Our parents taught us that you are responsible for yourself and your behaviors.</span></p>
<p><span style="line-height: 1.538em;">They gave all of us different responsibilities. When I was 10, Mom put me on the bus with a bunch of money to go downtown, pay the bills, get the receipts and the right change and come back home. It was a little daunting the first time but eventually you learn and you grow. My dad had all of us working in the garage at a young age.</span></p>
<p><strong>Did your father live to see your success?</strong></p>
<p>He started getting Alzheimer’s at a relatively young age, so unfortunately it didn’t quite work out that way. He passed away about 15 years ago.</p>
<p><strong>But your mother is still alive.&nbsp;How does it feel to have her along for the ride?</strong></p>
<p><span style="line-height: 1.538em;">I am quite proud of my mom. My dad had six months of high school, my mom had two days of high school and then got a secretarial degree. But [she always had enormous] confidence, dealing with anybody at any level. When I was in college she said, “I am going to go to high school; I don’t want to have my son in college and I haven’t even gone to high school.” And she didn’t just get her GED—she actually went to high school at night.</span></p>
<p><strong><span style="line-height: 1.538em;">You enjoy hunting and fishing. Is that because you can leave your devices behind and separate from the pressures of work?</span></strong></p>
<p>I never disconnect, no matter what I’m doing. I have this paranoia that somewhere in the organization things are being held up as people wait for me, so I am religious about doing email. It is why we can use our Blackberries and stuff at 45,000 feet, because I want to make sure everybody is connected all the time. Even if I am in remote places, I will have a satellite downlink so that I can do my email every day.</p>
<p><span style="line-height: 1.538em;">That said, hunting and fishing, as well as scuba-diving and snow-skiing, are all-consuming when you are doing them. It is a way of relaxing because you can’t think about anything else; you really have to concentrate on what you are doing.</span></p>
<p><strong><span style="line-height: 1.538em;">Despite being a registered Republican,&nbsp;you are very involved with the Obama Administration. Does that fact say anything about the way you lead at Honeywell?</span></strong></p>
<p><span style="line-height: 1.538em;">One thing we try to do at Honeywell is to not drive the company through ideology, but through facts and opinions. A phrase I use a lot is that as a leader, it is important to be right at the end of the meeting, not at the beginning. Running your company that way means that you are spending a lot more time upfront trying to solicit all the facts and opinions without letting the organization know which way you are leaning. And at the end of the day, my job is about making good decisions. What I think at the beginning [of the meeting] is irrelevant. What matters is, did I make a good decision at the end?</span></p>
<p><span style="line-height: 1.538em;">Our government should be looking at it the same way. In trying to figure out the right decision, recognize that there are [other] important points of view that you have to reconcile. Too often it seems like </span><i style="line-height: 1.538em;">not</i><span style="line-height: 1.538em;"> making a decision is [considered] better than a compromise. But that is just not the way it works [in effective government]. There is a reason we have the system we do—to reconcile all those points of view and keep everybody together. With just a little more tolerance overall, we could get a lot further.</span></p>
<p><strong><span style="line-height: 1.538em;">Do you see the situation&nbsp;in Washington improving?</span></strong></p>
<p><span style="line-height: 1.538em;">I have always [thought that] the reason we end up with gridlock in Washington is because we have gridlock in the American public. The American public needs to vote for [candidates who say], “I have a point of view, but I need to get something done here, so I am going to work with the other side so that we can reconcile this.”</span></p>
<p><strong><span style="line-height: 1.538em;">What things make you hopeful for America?</span></strong></p>
<p><span style="line-height: 1.538em;">We have more advantages economically, and more trust in institutions such as our court systems, than any other country in the world. Also, historically, we have in the end made the right decisions. I am fond of Churchill’s line about how you can always count on the Americans to do the right thing after they have exhausted all the alternatives. And that has tended to be pretty true. But…it has to be true again. It will bother me if…my generation [made mistakes] and we are not the guys [who fix them], like all the previous generations did.</span></p>
<p><strong><span style="line-height: 1.538em;">Will you ever retire?</span></strong></p>
<p>I love my job. This [role] is the first chance I have had to really build something, and what I want to make sure of is that we set up something that can perpetuate itself. I want to create an institution that keeps evolving and growing.</p>
<hr>
<p class="p1"><strong>The Honeywell Fleet</strong></p>
<p class="p2">Dave Cote flies roughly 500 hours per year on the Honeywell corporate fleet, which operates from Morristown, New Jersey, and Phoenix, Arizona. The company’s flight department employs more than 40 people, including 24 pilots and 10 maintenance technicians, and operates seven aircraft <em>(see Honeywell's Business Aircraft PDF, below)</em>.</p>
<p class="p3">In a typical year, the fleet will fly 3,500 hours and cover approximately 1.5 million miles. It typically transports 5,500 people annually with a dispatch rate of 99.8 percent. The aircraft have also been used for humanitarian relief missions, most recently to transport medical aid and staff to Haiti following the earthquake in 2010. In addition, Honeywell’s engineering and R&amp;D teams routinely interview the flight department’s pilots and technicians to solicit help with the development of products.&nbsp;</p>
<hr>
<p><strong>CEO Files Résumé: Dave Cote</strong></p>
<p>BIRTHDATE: July 19, 1952 (age 62)</p>
<p>POSITION: Chairman and CEO, Honeywell International (2002–present)</p>
<p>PREVIOUS POSITIONS:Chairman and CEO, TRW, a products and services provider to the aerospace, automotive and IT markets (1999–2002); president and COO, GE Appliances (1996–99); various other positions at General Electric (1979–96)</p>
<p>EDUCATION: Bachelor’s degree, business administration, University of New Hampshire</p>
<p>CHARITIES: Honeywell Hometown Solutions, which focuses on middle-school math and science education, disaster relief, family safety, rebuilding homes and environmental education.&nbsp;<br><br />
<span style="line-height: 1.538em;">PERSONAL: Three grown children, five grandchildren. Enjoys time with family at his upstate New York farm, where he hunts and fishes.&nbsp;</span><span style="line-height: 1.538em;">Also likes “anything from classical music to rock&nbsp;to the blues to hip-hop” and cheering&nbsp;on his beloved Boston Red Sox and New England Patriots.</span></p>
<hr>
<p><em>Editorial director <a href="mailto:jenglish@bjtonline.com">Jennifer Leach English</a> interviewed cable TV pioneer Sheila Johnson for our last issue.</em></p>
<hr>
<p><strong>A Poem Cote Lives By</strong></p>
<p>Dave Cote draws inspiration from the poem “If,” by Rudyard Kipling, which hangs in the doorway of his office:</p>
<p><em>If you can keep your head when all about you</em></p>
<p><em>&nbsp;Are losing theirs and blaming it on you,</em></p>
<p><em>If you can trust yourself when all men doubt you,</em></p>
<p><em>&nbsp;But make allowance for their doubting too;</em></p>
<p><em>If you can wait and not be tired by waiting,</em></p>
<p><em>&nbsp;Or being lied about, don’t deal in lies,</em></p>
<p><em>Or being hated, don’t give way to hating,</em></p>
<p><em>&nbsp;And yet don’t look too good, nor talk too wise:</em><br><br />
&nbsp;</p>
<p><em>If you can dream—and not make dreams your master;</em></p>
<p><em>&nbsp;If you can think—and not make thoughts your aim;</em></p>
<p><em>If you can meet with Triumph and Disaster</em></p>
<p><em>&nbsp;And treat those two impostors just the same;</em></p>
<p><em>If you can bear to hear the truth you've spoken</em></p>
<p><em>&nbsp;Twisted by knaves to make a trap for fools,</em></p>
<p><em>Or watch the things you gave your life to, broken,</em></p>
<p><em>&nbsp;And stoop and build ’em up with worn-out tools:</em><br><br />
&nbsp;</p>
<p><em>If you can make one heap of all your winnings</em></p>
<p><em>&nbsp;And risk it on one turn of pitch-and-toss,</em></p>
<p><em>And lose, and start again at your beginnings</em></p>
<p><em>&nbsp;And never breathe a word about your loss;</em></p>
<p><em>If you can force your heart and nerve and sinew</em></p>
<p><em>&nbsp;To serve your turn long after they are gone,</em></p>
<p><em>And so hold on when there is nothing in you</em></p>
<p><em>&nbsp;Except the Will which says to them: “Hold on!”</em><br><br />
&nbsp;</p>
<p><em>If you can talk with crowds and keep your virtue,</em></p>
<p><em>&nbsp;Or walk with Kings—nor lose the common touch,</em></p>
<p><em>If neither foes nor loving friends can hurt you,</em></p>
<p><em>&nbsp;If all men count with you, but none too much;</em></p>
<p><em>If you can fill the unforgiving minute</em></p>
<p><em>&nbsp;With 60 seconds’ worth of distance run,</em></p>
<p><em>Yours is the Earth and everything that’s in it,</em></p>
<p><em>&nbsp;And—which is more—you’ll be a Man, my son!</em></p>
</div></div></div><div class="field field-name-field-pdf field-type-file field-label-hidden"><div class="field-items"><div class="field-item even"><span class="file"><img class="file-icon" alt="" title="application/pdf" src="/modules/file/icons/application-pdf.png" /> <a href="http://bjtonline.com/sites/default/files/pdfs/honeywells_business_aircraft.pdf" type="application/pdf; length=30490" title="honeywells_business_aircraft.pdf">Honeywell&#039;s Business Aircraft</a></span></div></div></div>Fri, 19 Sep 2014 16:46:11 +0000Jennifer Leach English5186 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/honeywell-chairman-and-ceo-dave-cote#commentsPilatus PC-24http://bjtonline.com/business-jet-news/pilatus-pc-24
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/pc-24_south-africa-copy.jpg?itok=qlu8CM8c" width="100" height="68" alt="" title="A computer-generated image of the Pilatus PC-24 illustrates the sort of places in which the new utility jet will be able to operate." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em><strong>Deliveries are set to begin in 2017 on a model&nbsp; our reviewer considers peerless.</strong></em><br><br />
As kids we all had them: Swiss Army knives. They were the one tool you never left home without—bottle opener, knife, scissors, file, screwdriver, saw, all in one small package that slipped easily into your pocket. Genius. So much so that the concept subsequently was applied to other things with varying degrees of success, from the Veg-O-Matic to the 1960s F-4 Phantom fighter jet, and later to civilian aircraft.<br><br />
Like the Swiss Army knife, the concept of a utility/business jet is not new. FedEx began flying Dassault Falcon 20 twinjets with large cargo doors in 1973 and 30-series Learjets could be purchased with an optional 36-inch-wide front door that continues to make them popular as air ambulances. However, the Falcon and the Learjets need lots of pavement. A decade ago, now-defunct German airframer Grob launched the SPn “utility jet,” which was designed to handle short grass fields. That airplane never made it past the prototype stage.<br><br />
Meanwhile, a new generation of single-engine turboprops had established itself—all with large rear cargo doors. They included the Cessna Caravan, the French Socata TBM and, from Switzerland in 1994, the Pilatus PC-12.<br><br />
Pilatus is known for its turboprops and to date has sold nearly 1,300 PC-12s—a model particularly popular in North America—and hundreds of other types of turboprop military trainers and utility aircraft. Flying since 1959, its PC-6 “Porter” utility hauler gained fame for being able to take off and land in places where airplanes seemingly should not go. Various militaries led by the U.S. Air Force and Navy have taken delivery of 636 T-6 Texan IIs, aircraft manufactured by Beechcraft but based on the Pilatus PC-9 and used for new-pilot training. And while the fortunes of jet makers rise and fall with macroeconomics, Pilatus has been solidly profitable over the years with its durable if somewhat staid product offerings. Plodding along with a line of versatile aircraft for niche buyers willing to pay a premium for Swiss quality, the company has eschewed trendiness at every turn since its founding in 1939, taking its time evaluating new markets and developing products.<br><br />
At Pilatus headquarters in Stans, Switzerland, tradition still looms large. The company&nbsp; hires youngsters right out of high school and shepherds them through a comprehensive apprenticeship program. And more often than not, those workers stay with the company for most, if not all, of their working lives, motivated by job security and ongoing incentives such as regular profit sharing.<br><br />
Pilatus can be generous and patient because it is privately owned, not subject to the instant gratification pressures of a publicly traded enterprise. This approach has facilitated steady growth in revenues, which reached a record $1.15 billion last year on sales of 112 aircraft plus service and support business. More important, Pilatus has booked significant forward orders for its new PC-21 military trainers.<br><br />
For many years before Pilatus unveiled the PC-24, there was scuttlebutt that the company was working on a business jet. The speculation bred both excited anticipation and some trepidation—more than one company has stumbled badly, sometimes fatally, when making the transition from propellers to jets. Pilatus quietly confirmed the jet buzz in 2012 and formally gave it shape in May last year, unveiling the mockup of its PC-24 twinjet in Geneva at the European Business Aviation Convention &amp; Exhibition (EBACE).<br><br />
What appeared from behind the curtain was stunning. Sleekly styled inside and out, it cleverly integrates innovative technologies. Like the PC-12, it features a big rear door—4.1 feet wide and 4.25 feet tall—able to swallow standard cargo pallets. Priced like a light jet at $8.9 million (2017 dollars) and with its operating economics but with the cabin space of a midsize, able to use short grass and dirt runways like a turboprop, and capable of being flown single pilot, the PC-24 so far is without peer.<br><br />
It will be able to take off from runways as short as 2,690 feet at its maximum weight of 17,650 pounds. Power comes from a pair of Williams International FJ44-4A turbofans rated at 3,400 pounds of thrust each. The engines have unique features, including automatic thrust reverse (to 3,600 pounds), passive thrust-vectoring nozzles, quiet power mode in place of an auxiliary power unit to provide ground power, integral pre-cooler to condition bleed air and reduce drag losses and an anti-ice and noise-suppressing inlet. They have a 5,000-hour time-between-overhaul limit and a hot-section overhaul time of 2,500 hours. The engines help propel the PC-24 to 45,000 feet in less than 30 minutes and achieve a maximum cruise speed of 425 knots at 30,000 feet. Range with four passengers is 1,950 nautical miles. Up front, the customized avionics suite dubbed PACE—Pilatus Advanced Cockpit Environment—is based on the Honeywell Primus Apex system and features all the latest advances.<br><br />
The 501-cubic-foot passenger cabin provides more overall space than either the Cessna XLS+ or the Embraer Phenom 300 and has a flat floor. However, cabin height is just 61 inches. The aircraft will be available with seven layout choices that include executive, commuter, combi, medevac, special mission and quick-change configurations; you can also opt for an externally serviced lavatory (forward or aft) and any of several galley setups. The executive configuration features comfortable seating for six to eight. The pressurization system will maintain a sea-level cabin to 23,500 feet and the aircraft has a maximum altitude of 45,000 feet.<br><br />
While the announced schedule for some development programs is the stuff of fiction, Pilatus chairman Oscar Schwenk confidently predicts that the first PC-24 will fly by the end of this year. Three aircraft will be used in the flight-test program. Certification and first customer deliveries are set for 2017.<br><br />
If you’re interested, you might want to place an order now. My guess is that production will be sold out for a long time. <br><br />
<em>Mark Huber (<a href="mailto:mhuber@bjtonline.com">mhuber@bjtonline.com</a>) is a private pilot with experience in more than 50 aircraft models.</em><br><br />
&nbsp;</p>
<p>&nbsp;</p>
</div></div></div><div class="field field-name-field-pdf field-type-file field-label-hidden"><div class="field-items"><div class="field-item even"><span class="file"><img class="file-icon" alt="" title="application/pdf" src="/modules/file/icons/application-pdf.png" /> <a href="http://bjtonline.com/sites/default/files/pdfs/bjt_2017_pc-14_at_a_glance.pdf" type="application/pdf; length=19823" title="bjt_2017_pc-14_at_a_glance.pdf">2017 Pilatus PC-24 At a Glance</a></span></div></div></div>Wed, 06 Aug 2014 21:17:55 +0000Mark Huber5026 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/pilatus-pc-24#commentsBalearic Islandshttp://bjtonline.com/business-jet-news/balearic-islands
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/fotolia_49958223_xl.jpg?itok=otbLwdvB" width="100" height="68" alt="" title="Ibiza’s turquoise water creates a calm setting, but the island is known for its extraordinary nightlife. Photo: Fotolia" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em><strong>These Spanish isles are popular with Europeans but not yet with Americans, who are missing out on a Mediterranean paradise.</strong></em></p>
<p>Mention that you’re going to the Balearic Islands and you might get a quizzical look, as the archipelago’s four largest islands are better known by their individual names. Most famous is Mallorca (or Majorca, if you choose the Spanish rather than the Catalan spelling). The others are Ibiza, Menorca and Formentera. They are all part of Spain and lie in the Mediterranean Sea, between the Spanish mainland and Africa.<br />
Tourism sparks the economy and the Balearics rank as popular summertime vacations spots for Spaniards and other Europeans. About two million tourists from the UK visit annually, but relatively few Americans. They’re missing something, because the Balearics offer white sandy beaches, intrinsic beauty, rural retreats and A-list eateries.<br />
Here’s a look at each island and the most memorable attractions you’ll find there.<br /><strong>Culturally Rich Mallorca</strong><br />
Mallorca, the largest isle of the group, offers a wider range of scenery and activities than any other European island. It boasts pine-forested mountains (up to 4,000 feet high), dramatic sloping coastlines, lively fishing ports, ancient monasteries and the historic and continental city of Palma.<br />
An unusual and fun way to sightsee Palma is by Segway. After a quick lesson, you’ll scoot by signs of sprawling wealth in the yacht-filled harbor and take in the famous, grand Gothic Cathedral, La Seu. The cathedral stands on the foundation of the Moorish mosque that was built after the Christian reconquest in 1299. Return later to explore the interior splendor and enjoy a nighttime illuminated view that emphasizes the cathedral’s vast scale and Gothic elegance. At the harbor’s opposite end stand the white, circular battlements of the 14th century Bellver Castle.<br />
My tour proceeded up tree-lined avenues past the Almudaina Palace to the central paseo known as Es Born. The elongated plaza once hosted jousting tournaments and now acts as the hub of Palma’s social life. Residents and visitors dine late into the night in the cafés or sit with a coffee and people watch. Try an ensaimada, a local favorite that consists of a spiral of pastry dusted with sugar. Shoppers enjoy the sleek, sophisticated boutiques at the top of Es Born while art lovers appreciate the world-class Pilar and Joan Miró Fundacion museums.<br />
The village of Valldemossa, in the Tramuntana foothills, holds allure with its 13th century Carthusian monastery, Real Cartuja. It was at this royal sanctuary that scandal-prone French author George Sand and her Polish love Frederic Chopin spent the winter of 1838. Sand wrote the book A Winter in Majorca (an unflattering tome), and Chopin turned out one of his better compositions, “Raindrop” Prelude. The cloisters contain famous works by Miró and Picasso.<br />
A wander through Valldemossa’s tiny lanes and blonde-hued stone houses and shops introduces you to picture-postcard-worthy scenes. Greenery and flowers line each doorway and street, making the town one of the most beautiful in Spain. Look for the traditional symbol of Mallorca’s patron saint, Catalina Thomàs, near the homes’ entrances, placed there to protect them from harm.<br />
One of Mallorca’s most unusual diversions is riding the old-time train from Palma to Sóller. You can sit in a wooden car aboard a narrow-gauge train straight from the pages of an Agatha Christie novel and chug through the mountains. The train stops amid orange and almond groves and allows time to visit antique shops, boutiques and the historic sites. Afterward, take a tram to Sóller’s port and spend some minutes lazing on the little in-town beach.<br />
If you rent a car, a drive to Deià is a must, though you’ll find the hamlet hard to leave. Imagine sitting at the edge of high mountains veering sharply down to the sea and browsing around weathered stone cottages and cobbled lanes. The clay-roofed town has been a haunt of writers and artists ever since the late English poet and author Robert Graves adopted it as his permanent home in the 1930s.<br />
Mallorca also offers some of Europe’s finest golf courses, along with tennis, cycling, horseback riding and water pursuits. And you’ll have plenty of opportunities for such activities, because the island enjoys more than 300 days of sunshine per year. As Gertrude Stein summed up the place, “It’s paradise—if you can stand it.”<br /><strong>Magical Ibiza</strong><br />
Ibiza attracts those looking for lively nightlife and laid-back attitudes. The Moors gave it the distinctive character that led to its name—the White Island. When you look down on the harbor from the top of Ibiza’s ancient fortress, you can see white adobe cube architecture similar to what you’d find in the Greek Isles. And wearing all-white clothing is a chic look called Adlib or Ibiza fashion. The style utilizes natural, gauzy fabrics in harmony with the body’s natural movement.<br />
In the 1960s, hordes of hippies established themselves on Ibiza and their free-spirited attitude remains firmly entrenched. Carefree Bohemian artists, musicians and nonconformists are called to this isle. Boating and water sports remain popular, as is sunbathing. (The island’s southern tip features nudist beaches.)<br />
The old harbor district, Calle de la Virgen, draws a parade of flamboyant characters and tourists who party from dusk till dawn. By day, however, the plaza, marketplace and boutiques are stylish and calm.<br />
Make time to meander through Dalt Vila, the capital city in the upper town of Evissa, a UNESCO World Heritage Site—one of four on the island. A citadel guards the tight corridors and medieval streets that crowd together over the almost circular bay.<br />
Hip beach clubs, like Blue Marlin, lie farther from the city, and are currently the rage. They pull a steady stream of private yachters who drop by to sip champagne on white daybeds or watch one of the regular fashion shows. When evening arrives, the jet set dine on grilled prawn and mango salad, then party into the wee hours with world-renowned DJs and other celebrities.<br />
Es Vedra, the mysterious rock island, famous as Bali Hai in the film South Pacific, stands off the southwestern coast. Some say this rock was the island of the sirens in the Homer epics or is the sunken tip of Atlantis. New-age visitors find the rock empowering due to its magnetic energy and call it a place for transformation.<br />
A hilltop overlook near Es Vedra sums up the ubiquitous glamour that is Ibiza: glistening water, small beaches, big boats and beautiful people.<strong>Unspoiled Formentera</strong><br />
An hour’s ferry ride from Ibiza’s harbor brings you to Formentera, with gin-clear turquoise water and a much slower way of life. Formentera’s topography lies flat, except for a small plateau on the eastern end where you can visit the lighthouse. The island’s beauty and charm radiate from its simplicity, tranquility and undeveloped beaches. Economic expansion is not likely, as laws protect more than 60 percent of the island’s natural landscape.<br />
Flee to Formentera for a summer day trip. Ferry over, rent a Vespa and stroll barefoot along unforgettable white sandy strands. Feast on a Mediterranean slipper lobster and seafood paella before leaving the isle.<br /><strong>Subtle Menorca</strong><br />
Menorca calls to those seeking a genuine retreat. While the majority of tourists are Brits on package holidays, the island extends itself to individuals wishing to create their own itinerary.<br />
Menorca lies strewn with mysterious ruins from its prehistoric past—primarily stone remains that litter much of the countryside. Visiting these rock mounds and giant t-shaped stone monuments, known as taulas, makes a fascinating history lesson. The ruins are linked to the second century B.C. Tayayot culture, although little is known about their original function or purpose.<br />
Sightseers and photographers may want to venture up to Menorca’s 1,150-foot high point, Mont Toro, for a panoramic view. Shoppers should check out the shoe factories, which produce some of the finest of Spain’s famous leather shoes. And everyone should stop into El Paladar to sample Spanish ham, locally made pastries and Menorcan cheeses.<br />
The island’s two main towns are Mahón, the current capital and major port; and Ciutadella, the former Moorish capital at the western end. Those arriving via cruise ship enter Mahón. The British moved the seat of power there in 1722, establishing a naval base in its enormous deep-water harbor. English architectural influence can still be seen through the classical Georgian sash-windowed townhouses around Mahón’s pleasant town squares.<br />
Ciutadella is quite different with slender stone streets lined with whitewashed arches, giving a distinctly Moorish/Andalusian feel. Like Mahón, this town overlooks a harbor, but one used by small pleasure craft and fishermen. The waterfront promenade, lined with restaurants and backed by the remnants of the old city walls, presents an authentic vibe a traveler doesn’t often experience. I found it easy to imagine Menorca’s past while standing in the central plaza admiring old noble houses.<br />
The horse plays a major role in many summer festivals all over the Spanish islands. The most famous takes place in Ciutadella around June 24, the annual Festa de Sant Joan, honoring patron saint John the Baptist. The pageantry follows centuries-old traditions, including dangerous medieval jousting games. The tiny city bursts with frenzied excitement, somewhat akin to the Running of Bulls, but with tuxedoed riders on horseback.<br />
The Balearics can justifiably claim to cater to all tastes. Each of the four islands has a its own flavor and travelers will long remember a vacation here. n</p>
<hr /><p><strong>Traveler Report Card</strong><br /><strong>ACCOMMODATIONS (A):</strong><br />
On Mallorca, consider Castillo Son Vida, a castle hotel originally built in the 13th century, now a Starwood property. It boasts Bay of Palma views, four golf courses, tennis courts, four swimming pools, a spa and a sophisticated bodega-style restaurant called Es Vi. Equally noteworthy are the Orient Express-owned La Residencia, which features twin historic manor houses, gardens dotted with orange trees, outdoor pools, individual villas with private terraces, a spa and Michelin-star dining at El Olivo; and the luxurious Jumeirah Port Sóller Hotel &amp; Spa, which overlooks a fishing village and has two al fresco Spanish restaurants. On Ibiza, try Atzaró, a centuries-old family finca that has been converted into luxurious accommodations and features an excellent restaurant. On Menorca, opt for Torralbenc, a one-time farm that has been renovated into a 22-room luxury hotel with Mediterranean views where guests can take part in cookery classes or spend the day at the nearby beach.<br /><strong>CUISINE (A):</strong><br />
Fresh, often expertly prepared seafood predominates in beach bars, farmhouses and restaurants. Enjoy spectacular local lobster, classic dry-cured Serrano ham and tapas. Mallorca boasts its own wines and Menorca, thanks to the British, produces its own gin. Evening meals don’t begin until 10 p.m.<br /><strong>ACTIVITIES (A):</strong><br />
The islands offer some of Europe’s finest golf courses and water sports. Yachting and sailing are popular. Menorca is notable for horseback riding and Ibiza for nightclubbing.</p>
<hr /><p><strong>Traveler Fast Facts</strong><br /><strong>WHAT IT IS:</strong> The Balearics include four Spanish islands that lie between Africa and the mainland of Spain in the Mediterranean Sea.<br />
LANGUAGE: Both Catalan and Spanish are official languages; many also speak English.<br /><strong>CURRENCY:</strong> Euro.<br /><strong>CLIMATE:</strong> Hot and dry in summer with cooling sea breezes. Winters are generally mild.<br />
GETTING THERE: Most visitors arrive by airplane, but some come via cruise ships and use ferries between islands. The best way to get around is by car, except on Formentera, where cycling or a Vespa are recommended. Palma de Mallorca is Spain’s third-largest airport, with two asphalt runways, the longest of which measures 10,728 feet. Ibiza Airport handles 5.6 million passengers per year on one 9,186-foot-long concrete/asphalt runway. Menorca Airport greets a large number of charter flights carrying tourists, especially during summer. The longer of its two asphalt runways measures 8,366 feet.</p>
<hr /><p><em>Frequent BJT contributor Debi Lander (<a href="mailto:dlander@bjtonline.com">dlander@bjtonline.com</a>) is a Florida-based freelancer specializing in travel stories.</em></p>
</div></div></div>Wed, 06 Aug 2014 22:15:12 +0000Debi Lander5051 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/balearic-islands#commentsAugust in Alaskahttp://bjtonline.com/business-jet-news/august-in-alaska
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/840c_campdenalilodge.jpg?itok=74_BQ76X" width="100" height="68" alt="" title="(Photo: Camp Denali)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em><strong>It’s almost heaven—and the state is so big that you could spend years exploring it. Here’s where to start.</strong></em><br><br />
Alaska is vast. So vast that it is difficult for me to fully grasp, though I’ve been privileged to explore it a half-dozen times over the years—by beat-up rented truck, camouflage ATV, boat, raft and bush plane. Its 663,000 square miles, if overlaid on a map of the lower 48 states, would stretch from northern Minnesota to the Texas panhandle—with the narrow strip of Alaska locals call “Southeast” reaching Savannah, Georgia, and the chain of islands called the Aleutians stretching to Arizona.<br><br />
August and early September is the perfect time to fly to Alaska. The weather is typically clear and magnificent; meadows of fireweed and lupine and bluebell are in vibrant bloom; blueberries and soapberries are ripe; mosquitoes are less bothersome; and wildlife is abundant and on the move. It’s a sublime season to hike, climb, backpack, bike, expand your photography skills and simply get away and immerse your senses in a stunningly beautiful landscape.<br><br />
Where to experience your adventure? The obvious choice is Denali National Park and Preserve and Mount McKinley, in the Alaskan interior. McKinley, at 22,237 feet, is the tallest peak in North America. Below its granite crags, lingering snowfields and giant glaciers are millions of acres of sweeping tundra; below the tree line are descending bands of upland spruce forest, then a mixture of spruce and poplars in the bottomlands, then low-brush bog.<br><br />
Black bears and the formidable Alaskan brown bears (interior grizzlies) roam the park—especially the soggy muskeg and tundra regions this time of year—gorging on the wild blueberries that are ripening in profusion. You’ll also see caribou, moose, hoary marmots and Arctic ground squirrels, tundra swans, Arctic warblers and pine grosbeaks, ptarmigan and golden eagles—and, if you’re lucky, a herd of Dall sheep on the mountainside, a pack of fleeting gray wolves and the elegant and speedy gyrfalcon.<br><br />
You’ll have lots of daylight to enjoy the summer splendor. On August 1, it starts getting light in Denali National Park at 4:30 a.m. The first rays of sun hit the snow on the eastern slopes of McKinley at 5:34. The sun sets at 10:34 p.m. and twilight ends at 11:38. That’s one long cocktail hour on the deck.</p>
<hr>
<p><strong>Getting There</strong><br><br />
While there are several air strips in small towns on the edges of the national park, they are gravel and unattended. Nevertheless, you’ll find detailed pilot information about flying around Denali National Park <a href="http://nps.gov/dena/planyourvisit/pilotinformation.htm" target="_blank">here</a>.&nbsp;The best bet for private jets is to fly into Anchorage (240 miles to the south) or Fairbanks (120 miles to the north). You can then rent a car and drive to Denali, although once you get there, the 92-mile Denali Park Road (the only road into the park) is open to private vehicles for only 15 miles; shuttle and tour buses can take you the rest of the way. A better strategy is to hop aboard the <a href="http://alaskarailroad.com" target="_blank">Alaska Railroad</a>, sit back and enjoy the breathtaking scenery.</p>
<hr>
<p><strong>Planning Your Visit</strong><br><br />
The best places to stay are family-run operations called Camp Denali and North Face Lodge. They are at the end of Denali Park Road and are surrounded by six million acres of pristine wilderness, with spectacular views of the snowcapped Alaska Range.<br><br />
Camp Denali is a throwback, a taste of frontier Alaska. The hand-hewn-log lodge dates from 1954, before Alaska was a state, and was one of the first wilderness lodges in the territory. Guests stay in well-spaced private cabins with the lush tundra and taiga right out the door.<br><br />
North Face Lodge is a modern but traditional north-country inn with 15 small, well-appointed rooms, en-suite bathrooms and electricity. It features an inviting central living room with a classic stone fireplace and a full library of books about Alaskan adventure and natural history.<br><br />
The per-person weekly rate for adults at both lodges, based on double occupancy, is $3,885, with shorter stays available. Prices include round-trip transportation from the Denali Park Rail Depot; lodging; all meals; naturalist-guided hikes and other activities; entertaining evening programs; and use of canoes, bikes, fishing tackle and outdoor gear.<br><br />
For information about lodging, visit <a href="http://campdenali.com" target="_blank">campdenali.com</a> or call (907) 683-2290.<br><br />
For information about exploring Denali National Park and Preserve, including maps and seasonal updates, visit <a href="http://nps.gov/dena">nps.gov/dena</a> or call (907) 683-9532.</p>
<hr>
<p><em>Thomas Pero (<a href="mailto:tpero@bjtonline.com">tpero@bjtonline.com</a>) is publisher of Wild River Press, the former editor and publisher of </em>Fish &amp; Fly <em>and the author of two books about fly fishing.</em></p>
</div></div></div><div class="field field-name-field-pdf field-type-file field-label-hidden"><div class="field-items"><div class="field-item even"><span class="file"><img class="file-icon" alt="" title="application/pdf" src="/modules/file/icons/application-pdf.png" /> <a href="http://bjtonline.com/sites/default/files/pdfs/840-denali-4.pdf" type="application/pdf; length=357265" title="840-denali-4.pdf">Denali map</a></span></div></div></div>Thu, 07 Aug 2014 17:12:26 +0000Thomas R. Pero5086 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/august-in-alaska#commentsNotable Fractional Programshttp://bjtonline.com/business-jet-news/notable-fractional-programs
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/flexjet-3.jpg?itok=Lxo7u8rZ" width="100" height="69" alt="Photo: Flexjet" title="Photo: Flexjet" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><div><strong>Associated Aircraft Group</strong></div>
<div>(<a href="http://flyaag.com" target="_blank">flyaag.com</a>, 845-463-6500)</div>
<div>AAG bills its Sikorsky Shares program as the only helicopter fractional provider backed by the aircraft manufacturer. Offers shares in S-76D helicopters.</div>
<div>&nbsp;</div>
<div><strong>Clay Lacy Aviation&nbsp;</strong></div>
<div>(<a href="http://claylacy.com" target="_blank">claylacy.com</a>, 800-423-2904)</div>
<div>ARGUS- and Wyvern-approved operator offers wide assortment of business jets, ranging from super-lights to large-cabin models.</div>
<div>&nbsp;</div>
<div><strong>Executive AirShare </strong></div>
<div>(<a href="http://execairshare.com" target="_blank">execairshare.com</a>, 866-946-4900)</div>
<div><span style="line-height: 1.538em;">Day-based fractional program operating Embraer Phenom 100 and 300, Citation CJ2+ light jets and Beechcraft King Air B350i twin turboprops in the Central U.S. and Great Lakes/Mid-Atlantic regions. One-eighth share provides 40 days of aircraft usage per year.</span></div>
<div>&nbsp;</div>
<div><span style="line-height: 1.538em;"><strong>Flexjet </strong></span></div>
<div>(<a href="http://flexjet.com" target="_blank">flexjet.com</a>, 888-275-8204)</div>
<div>Operates all-Bombardier fleet (Learjet 40XR, 45LXI, 60XR, Challenger 300/350 and Challenger 604/605), and is launch customer for the overdue Learjet 85. FlexShare program lets owners split shares between two aircraft; Versatility Plus program provides flexible usage of hours.</div>
<div>&nbsp;</div>
<div><strong>Flight Options </strong></div>
<div>(<a href="http://flightoptions.com" target="_blank">flightoptions.com</a>, 877-703-2348)</div>
<div>Offers shares in Nextant 400XT, Cessna Citation X, Embraer Phenom 300 and Legacy 600, and Challenger 300. An iPhone app lets owners schedule trips and view trip status and account information.</div>
<div>&nbsp;</div>
<div><strong>NetJets </strong></div>
<div>(<a href="http://netjets.com" target="_blank">netjets.com</a>, 877-356-5823)</div>
<div>The Berkshire Hathaway-owned behemoth operates the fractional industry’s largest, most diverse fleet. All feature NetJets’ interior enhancements. Access to jets in Europe through NetJets Europe. Also offers jet cards.</div>
<div>&nbsp;</div>
<div><strong>Nicholas Air</strong></div>
<div>(<a href="http://nicholasair.com" target="_blank">nicholasair.com</a>, 866-935-7771)</div>
<div>Offers shares in Pilatus PC-12 single-engine turboprop and Phenom 100 and 300 jets for owners in the Eastern U.S., Canada, Mexico, the Bahamas and the Caribbean. Shares start at 90 flight hours per year.</div>
<div>&nbsp;</div>
<div><strong>PlaneSense</strong></div>
<div>(<a href="http://www.planesense.com" target="_blank">planesense.com</a>, 866-214-1212)</div>
<div>Offers shares in Pilatus PC-12 single-engine turboprops. Primary operating area includes eastern half of the U.S., southeastern Canada and portions of Mexico, the Bahamas and Caribbean.</div>
</div></div></div>Wed, 09 Jul 2014 18:02:33 +0000BJT Staff4921 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/notable-fractional-programs#commentsCompletion and refurbishment centershttp://bjtonline.com/business-jet-news/completion-and-refurbishment-centers-2
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/025g_amecomultifunctional_area-web.jpg?itok=N0mLDBOd" width="100" height="75" alt="Ameco Beijing" title="Ameco Beijing" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><div>Global deliveries of turbine business airplanes increased 7.2 percent in this year’s first quarter over the first quarter of 2013, according to the General Aviation Manufacturers Association. The jump in deliveries will most likely mean a boost to business at centers that perform aircraft completions and refurbishments and companies that provide interior components.&nbsp;</div>
<div>&nbsp;</div>
<div>With customers wanting more and more luxury, comfort, technology, dedicated work space and amenities, completion centers are customizing interiors with components that only a few years ago would have seemed unimaginable. Recent projects have included a casino, complete with wet bar and gaming tables; a simulated fireplace in a Boeing 787; and a carbon fiber interior in a Challenger 850 with ebony hardwood veneer accents, white leather upholstered seats and divans in eye-catching, contrasting fabrics.&nbsp;</div>
<div>&nbsp;</div>
<div>Whether you’re looking for your own airborne fireplace or just a comfortable place to fire up your laptop, the completion and refurbishment facilities listed here can deliver.</div>
<div>&nbsp;</div>
<div>
<div><strong>328 Support Services</strong></div>
<div><em>Completion and refurbishment and MRO; focus on airliner executive/VIP conversion</em></div>
<div>Wessling, Germany&nbsp;</div>
<div>+49 8153 88111-2700,&nbsp;<a href="http://www.328support.eu" style="line-height: 1.538em;">328.eu&nbsp;</a></div>
<div>&nbsp;</div>
<div><strong>ACH Aircraft Interiors</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Poitiers, France</div>
<div>+33 549 0049 40,&nbsp;<a href="http://www.ach-aeronefs.com" style="line-height: 1.538em;">ach-aeronefs.com</a></div>
<div>&nbsp;</div>
<div><strong>Aeria Luxury Interiors</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>San Antonio, Texas</div>
<div>(210) 293-6925,&nbsp;<a href="http://sales@aeriainteriors.com" style="line-height: 1.538em;">sales@aeriainteriors.com</a></div>
<div>&nbsp;</div>
<div><strong>Aero Air</strong></div>
<div><em>Refurbishment</em></div>
<div>Hillsboro, Oregon&nbsp;</div>
<div>(503) 640-3711,&nbsp;<a href="http://www.aeroair.com" style="line-height: 1.538em;">aeroair.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:ashley.chuinard@aeroair.com">ashley.chuinard@aeroair.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Aero Comfort</strong></div>
<div><em>Refurbishment</em></div>
<div>San Antonio, Texas</div>
<div>(210) 340-0177,&nbsp;<a href="http://www.aerocomfort.com" style="line-height: 1.538em;">aerocomfort.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:juanp@aerocomfort.com">juanp@aerocomfort.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Aero-Dienst Gmbh</strong></div>
<div><em>Refurbishment</em></div>
<div>Nuremberg, Germany</div>
<div>+49 911 9356 559,&nbsp;<a href="http://www.aero-dienst.de" style="line-height: 1.538em;">aero-dienst.de</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:joerg.bier@aero-dienst.de">joerg.bier@aero-dienst.de</a></span></div>
<div>&nbsp;</div>
<div><strong>Aero-Nasch Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>Van Nuys, California</div>
<div>(818) 786-5480,&nbsp;<a href="http://www.aeronasch.com" style="line-height: 1.538em;">aeronasch.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:sales@aeronasch.com">sales@aeronasch.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Aero Sky</strong></div>
<div><em>Refurbishment</em></div>
<div>San Antonio, Texas</div>
<div>(210) 829-1701,&nbsp;<a href="http://www.aerosky.com" style="line-height: 1.538em;">aerosky.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:bernardfourrier@aerosky.com">bernardfourrier@aerosky.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Aerosmith Aviation, Inc.</strong></div>
<div><em>Refurbishment</em></div>
<div>Longview, Texas</div>
<div>(903) 643-0898,&nbsp;<a href="http://www.aerosmithaviation.com" style="line-height: 1.538em;">aerosmithaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@aerosmithaviation.com">info@aerosmithaviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Aerostyl</strong></div>
<div><em>Refurbishment</em></div>
<div>Moscow, Russia</div>
<div>+49 5 556 5967,&nbsp;<a href="http://www.aerostyl.ru" style="line-height: 1.538em;">aerostyl.ru</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@aerostyl.ru">info@aerostyl.ru</a></span></div>
<div>&nbsp;</div>
<div><strong>Airbus Corporate Jet Centre</strong></div>
<div><em>Airbus ACJ aircraft line completion</em></div>
<div>Toulouse, France</div>
<div>+33 5 6719 8854,&nbsp;<a href="http://www.airbuscorporatejetcentre.com" style="line-height: 1.538em;">airbuscorporatejetcentre.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:acjc.sales@airbus.com">acjc.sales@airbus.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Air Methods Products Division</strong></div>
<div><em>Helicopter EMS&nbsp;</em></div>
<div>Completion and refurbishment</div>
<div>Englewood, Colorado</div>
<div>(303) 792-7400,&nbsp;<a href="http://www.airmethods.com" style="line-height: 1.538em;">airmethods.com</a></div>
<div>&nbsp;</div>
<div><strong>AirSat One</strong></div>
<div><em>Cabin communications</em></div>
<div>Chesterfield, Missouri &nbsp;</div>
<div>(302) 327-9999,&nbsp;<a href="http://www.airsatone.com" style="line-height: 1.538em;">airsatone.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:support@airsatone.com">support@airsatone.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Akridge Aircraft Interiors</strong></div>
<div><em>Refurbishment</em></div>
<div>Dallas, Texas</div>
<div>(214) 904-9099,&nbsp;<a href="http://www.akridgeaircraft.com" style="line-height: 1.538em;">akridgeaircraft.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:leo@akridgeaircraft.com">leo@akridgeaircraft.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Alpha Omega Jet Services</strong></div>
<div><em>Refurbishment</em></div>
<div>Sulphur Springs, Texas</div>
<div>(903) 438-9922,&nbsp;<a href="http://www.aojets.com" style="line-height: 1.538em;">aojets.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:lori@aojets.com">lori@aojets.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Altitude Aerospace Interiors</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Auckland, New Zealand</div>
<div>+64 9 256 3242,&nbsp;<a href="http://www.altitude.ai.com" style="line-height: 1.538em;">altitude.ai.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@altitude.ai.com">info@altitude.ai.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Amac Aerospace</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Basel, Switzerland</div>
<div>+41 58 310 3131,&nbsp;<a href="http://www.amacaerospace.com" style="line-height: 1.538em;">amacaerospace.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@amacaerospace.com">info@amacaerospace.com</a></span></div>
<div>&nbsp;</div>
<div><strong>American Aircraft Interiors</strong></div>
<div><em>Refurbishment</em></div>
<div>Carlsbad, California</div>
<div>(800) 550-9276,&nbsp;<a href="http://www.americanaircraftinteriors.com" style="line-height: 1.538em;">americanaircraftinteriors.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:service@americanaircraftinteriors.com">service@americanaircraftinteriors.com</a></span></div>
<div>&nbsp;</div>
<div><strong>ART Maintenance&nbsp;</strong></div>
<div><em>Refurbishment</em></div>
<div>Blytheville, Arkansas</div>
<div>(870) 532-0402,&nbsp;<a href="http://www.artmaintenance.com" style="line-height: 1.538em;">artmaintenance.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:jjcruz@artmaintenance.com">jjcruz@artmaintenance.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Atlantic Aero</strong></div>
<div><em>Refurbishment</em></div>
<div>Greensboro, North Carolina&nbsp;</div>
<div>(336) 235-6143,&nbsp;<a href="http://www.atlantic-aero.com" style="line-height: 1.538em;">atlantic-aero.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:mjarrell@atlantic-aero.com">mjarrell@atlantic-aero.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Aviation Etcetera</strong></div>
<div><em>Refurbishment</em></div>
<div>Dorval, Quebec, Canada</div>
<div>(514) 633-7000,&nbsp;<a href="http://aviationetcetera.com" style="line-height: 1.538em;">aviationetcetera.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:information@aviationetcetera.com">information@aviationetcetera.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Aviation Interior Services</strong></div>
<div><em>Refurbishment</em></div>
<div>Searcy, Arkansas</div>
<div>(501) 279-2842,&nbsp;<a href="http://jimsullivan@aviationinteriorservices.com" style="line-height: 1.538em;">jimsullivan@aviationinteriorservices.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:aviation_int_svcs@yahoo.com">aviation_int_svcs@yahoo.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Avmats</strong></div>
<div><em>Refurbishment</em></div>
<div>Chesterfield, Missouri&nbsp;</div>
<div>(636) 532-2674,&nbsp;<a href="http://www.avmats.com" style="line-height: 1.538em;">avmats.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:rpvollmar@avmats.com">rpvollmar@avmats.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Avmax Group (Canada</strong>)</div>
<div><em>Refurbishment</em></div>
<div>Calgary, Alberta, Canada&nbsp;</div>
<div>(403) 735-3299,&nbsp;<a href="http://www.avmaxgroup.com" style="line-height: 1.538em;">avmaxgroup.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@avmaxgroup.com">info@avmaxgroup.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Avocet Aviation Services</strong></div>
<div><em>Refurbishment</em></div>
<div>Sanford, Florida&nbsp;</div>
<div>(407) 585-6201,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:jaime@avocet.aero">jaime@avocet.aero</a></span></div>
<div>&nbsp;</div>
<div><strong>BaySys Technologies</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Melfa, Virginia&nbsp;</div>
<div>(757) 787-7668,&nbsp;<a href="http://www.baysys.aero" style="line-height: 1.538em;">baysys.aero</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:contact@baysys.aero">contact@baysys.aero</a></span></div>
<div>&nbsp;</div>
<div><strong>Bizjet</strong></div>
<div>(a Lufthansa Technik company)</div>
<div><em>Refurbishment</em></div>
<div>Tulsa, Oklahoma</div>
<div>(918) 832-7733,&nbsp;<a href="http://www.bizjetinternational.com" style="line-height: 1.538em;">bizjetinternational.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:bizjet@bizjet.com">bizjet@bizjet.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Bombardier Aerospace&nbsp;</strong></div>
<div>(aircraft manufacturer)</div>
<div><em>Bombardier aircraft refurbishment</em></div>
<div>Dallas, Texas</div>
<div>(469) 791-4000</div>
<div>&nbsp;</div>
<div><em>Completion of Bombardier aircraft</em></div>
<div>Montreal, Quebec, Canada</div>
<div>(514) 855-5000</div>
<div>&nbsp;</div>
<div><em>Completion of Learjet aircraft</em></div>
<div>Wichita, Kansas</div>
<div>(316) 946-2000,&nbsp;<a href="http://www.aerospace.bombardier.com" style="line-height: 1.538em;">aerospace.bombardier.com</a></div>
<div>&nbsp;</div>
<div><strong>Buchanan Aviation Services</strong></div>
<div><em>Refurbishment</em></div>
<div>Concord, California&nbsp;</div>
<div>(925) 691-9676,&nbsp;<span style="line-height: 1.538em;">buchananaviation.com,&nbsp;</span><a href="http://www.fly@pacbellnet" style="line-height: 1.538em;">fly@pacbell.net</a></div>
<div>&nbsp;</div>
<div><strong>Burnet Interiors</strong></div>
<div><em>Refurbishment</em></div>
<div>Geneva, Switzerland</div>
<div>+41 22 717 0676,&nbsp;<a href="http://www.burnetinteriors.com" style="line-height: 1.538em;">burnetinteriors.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@burnetinteriors.com">info@burnetinteriors.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Capital Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>Bethany, Oklahoma</div>
<div>(405) 495-1141,&nbsp;<a href="http://www.capitalaviation.com" style="line-height: 1.538em;">capitalaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@capitalaviation.com">info@capitalaviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Cascade Aerospace</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Abbotsford, British Columbia, Canada</div>
<div>(604) 850-7372,&nbsp;<a href="http://www.cascadeaerospace.com" style="line-height: 1.538em;">cascadeaerospace.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@cascadeaerospace.com">info@cascadeaerospace.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Cimarron Aircraft</strong></div>
<div><em>Refurbishment</em></div>
<div>El Reno, Oklahoma&nbsp;</div>
<div>(405) 262-5444,&nbsp;<a href="http://www.cimarronaircraft.com" style="line-height: 1.538em;">cimarronaircraft.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:cimarronaircraft@aol.com">cimarronaircraft@aol.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Classic Interior Completions</strong></div>
<div><em>Refurbishment</em></div>
<div>Willoughby, Ohio&nbsp;</div>
<div>(440) 476-5057,&nbsp;<a href="http://www.classicinteriorinc.com" style="line-height: 1.538em;">classicinteriorinc.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:chuck@classicinteriorinc.com">chuck@classicinteriorinc.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Comlux Completion America</strong></div>
<div><em>Completion and refurbishment center, airliner executive/VIP conversion</em></div>
<div>Indianapolis, Indiana&nbsp;</div>
<div>(317) 472-7370,&nbsp;<a href="http://www.comluxaviation.com" style="line-height: 1.538em;">comluxaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:refurbishment@comluxaviation.com">refurbishment@comluxaviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Constant Aviation</strong></div>
<div><em>Completions and refurbishment</em></div>
<div>Cleveland, Ohio</div>
<div>(216) 265-1050, <a href="mailto:info@constantaviation.com">info@constantaviation.com</a></div>
<div>&nbsp;</div>
<div><strong>Dassault Aircraft Services&nbsp;</strong></div>
<div>Refurbishment of Falcon aircraft</div>
<div>New Castle, Delaware&nbsp;</div>
<div>(302) 322-7006,&nbsp;<a href="http://www.falconjet.com" style="line-height: 1.538em;">falconjet.com</a></div>
<div>&nbsp;</div>
<div><strong>Dassault Falcon Jet</strong></div>
<div><em>Completion of green Falcon Jets</em></div>
<div>Little Rock, Arkansas&nbsp;</div>
<div>(501) 372-5254,&nbsp;<a href="http://www.falconjet.com" style="line-height: 1.538em;">falconjet.com</a></div>
<div>&nbsp;</div>
<div><strong>Dassault Falcon Jet</strong></div>
<div>(aircraft manufacturer)</div>
<div><em>Falcon Jet refurbishment</em></div>
<div>Le Bourget, France</div>
<div>+33 1 4934 2026,&nbsp;<a href="http://www.dassault-falcon.com/dfs" style="line-height: 1.538em;">dassault-falcon.com/dfs/</a>, t<span style="line-height: 1.538em;"><a href="mailto:hierry.salaun@dassault-falcon.com">hierry.salaun@dassault-falcon.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Delta Interior Design</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Sirone, Italy</div>
<div>+39 031 357 4960,&nbsp;<a href="http://www.deltainterior.com" style="line-height: 1.538em;">deltainterior.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@deltainterior.com">info@deltainterior.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Duncan Aviation</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Battle Creek, Michigan&nbsp;</div>
<div>(269) 969-8400,&nbsp;<a href="http://www.duncanaviation.aero" style="line-height: 1.538em;">duncanaviation.aero</a></div>
<div>Lincoln, Nebraska</div>
<div>(402) 475-2611,&nbsp;<a href="http://www.duncanaviation.aero" style="line-height: 1.538em;">duncanaviation.aero</a></div>
<div>&nbsp;</div>
<div><strong>EAD Interior Design</strong></div>
<div><em>Completion and refurbishment, design</em></div>
<div>Saint-Lys, France</div>
<div>+33 562 130 870,&nbsp;<a href="http://www.ead-aerospace.com" style="line-height: 1.538em;">ead-aerospace.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:pierre.mauger@ead-aerospace.com">pierre.mauger@ead-aerospace.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Eagle Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>West Columbia, South Carolina&nbsp;</div>
<div>(803) 822-5555,&nbsp;<a href="http://www.eagle-aviation.com" style="line-height: 1.538em;">eagle-aviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:knelson@eagle-aviation.com">knelson@eagle-aviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Eagle-Creek Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>Indianapolis, Indiana&nbsp;</div>
<div>(800) 487-3331,&nbsp;<a href="http://www.eagle-creek.com" style="line-height: 1.538em;">eagle-creek.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@eagle-creek.com">info@eagle-creek.com</a></span></div>
<div>&nbsp;</div>
<div><strong>EH Aviation Advisors</strong></div>
<div><em>Cabin Design and Engineering</em></div>
<div>Basel, Switzerland</div>
<div>+ 41 61 535 6396,&nbsp;<a href="http://www.aviation-advisors.ch" style="line-height: 1.538em;">aviation-advisors.ch</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:eugn.hartl@aviation-advisors.ch">eugn.hartl@aviation-advisors.ch</a></span></div>
<div>&nbsp;</div>
<div><strong>Elisen Technologies</strong></div>
<div><em>Refurbishment</em></div>
<div>Montreal, Quebec, Canada</div>
<div>(514) 636-5454,&nbsp;<a href="http://www.elisen" style="line-height: 1.538em;">elisen.com</a></div>
<div>&nbsp;</div>
<div><strong>Elliott Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>Moline, Illinois</div>
<div>(309) 799-2010</div>
<div><a href="http://www.elliottaviation.com">elliottaviation.com</a></div>
<div><a href="mailto:elliott@elliottaviation.com">elliott@elliottaviation.com</a></div>
<div>&nbsp;</div>
<div><strong>Embraer</strong></div>
<div>São Jose dos Campos, Brazil</div>
<div>+55 12 3927 3399,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:silva.ricardo@embraer.com.br">silva.ricardo@embraer.com.br</a></span></div>
<div>&nbsp;</div>
<div>Legacy 600/650,&nbsp;</div>
<div>Lineage 1000 completion</div>
<div>São Paulo, Brazil</div>
<div>+55 16 3338 9000</div>
<div>&nbsp;</div>
<div>Phenom 100 and 300 completion</div>
<div>Melbourne, Florida &nbsp;</div>
<div>(954) 359-3487,&nbsp;<a href="http://www.embraer.com" style="line-height: 1.538em;">embraer.com</a></div>
<div>&nbsp;</div>
<div><strong>Executive Air&nbsp;</strong></div>
<div><em>Refurbishment</em></div>
<div>Bismarck, North Dakota&nbsp;</div>
<div>(701) 258-5024,&nbsp;<a href="http://www.executive-air.com" style="line-height: 1.538em;">executive-air.com</a><span style="line-height: 1.538em;">,&nbsp;</span><span style="line-height: 1.538em;"><a href="mailto:cemone.obert@executive-air.com">cemone.obert@executive-air.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Farnborough Aircraft Interiors</strong></div>
<div><em>Refurbishment</em></div>
<div>Farnborough, United Kingdom</div>
<div>+44 1 252 377234,&nbsp;<a href="http://www.aircraftinteriors.co.uk" style="line-height: 1.538em;">aircraftinteriors.co.uk</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@aircraftinteriors.co.uk">info@aircraftinteriors.co.uk</a></span></div>
<div>&nbsp;</div>
<div><strong>Field Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>Mississauga, Ontario, Canada</div>
<div>(905) 676-1540,&nbsp;<a href="http://www.fieldav.com" style="line-height: 1.538em;">fieldav.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:generalinfo@fieldav.com">generalinfo@fieldav.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Flying Colours</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Peterborough, Ontario, Canada</div>
<div>(705) 742-4688,&nbsp;<a href="http://www.flyingcolourscorp.com" style="line-height: 1.538em;">flyingcolourscorp.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@flyingcolourscorp.com">info@flyingcolourscorp.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Fokker Services</strong></div>
<div><em>Refurbishment</em></div>
<div>Hoofddorp, Netherlands</div>
<div>+31 622-571-973,&nbsp;<a href="http://www.fokkerservices.com" style="line-height: 1.538em;">fokkerservices.com</a></div>
<div>&nbsp;</div>
<div><strong>GAL Mena Aerospace</strong></div>
<div><em>Refurbishment</em></div>
<div>Muharaq, Kingdom of Bahrain</div>
<div>+973 17 336 558,&nbsp;<a href="http://www.mena.aero" style="line-height: 1.538em;">mena.aero</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@mena.aero">info@mena.aero</a></span></div>
<div>&nbsp;</div>
<div><strong>GAMA Engineering</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Surrey, United Kingdom</div>
<div>+44 1276 857 888,&nbsp;<a href="http://www.gamaengineering.co.uk" style="line-height: 1.538em;">gamaengineering.co.uk</a></div>
<div>&nbsp;</div>
<div><strong>GDC Technics</strong></div>
<div><em>Completion and refurbishment, focus on airliner executive/VIP conversion</em></div>
<div>San Antonio, Texas</div>
<div>(210) 496-5614,&nbsp;<a href="http://www.gdctechnics.com" style="line-height: 1.538em;">gdctechnics.com</a></div>
<div>&nbsp;</div>
<div><strong>Giotto Air</strong></div>
<div><em>Helicopter and fixed-wing refurbishment</em></div>
<div>San Jose, California</div>
<div>(408) 799-9095,&nbsp;<a href="http://www.giottoair.com" style="line-height: 1.538em;">giottoair.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:carlo@giottoaircraftinteriors.com">carlo@giottoaircraftinteriors.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Global Aircraft Interiors</strong></div>
<div><em>Refurbishment</em></div>
<div>Ronkonkoma, New York&nbsp;</div>
<div>(631) 981-8470,&nbsp;<a href="http://www.globalairint.com" style="line-height: 1.538em;">globalairint.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:globalairint@aol.com">globalairint@aol.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Greenpoint Technologies</strong></div>
<div><em>Completion &amp; refurbishment,</em></div>
<div><em>focus on airliner executive/VIP conversion</em></div>
<div>Kirkland, Washington&nbsp;</div>
<div>(425) 828-2777,&nbsp;<a href="http://www.greenpnt.com" style="line-height: 1.538em;">greenpnt.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:chadley@greenpnt.com">chadley@greenpnt.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Gulfstream Service Centers</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Appleton, Wisconsin (920) 735-7000</div>
<div>Brunswick, Georgia (912) 267-6300</div>
<div>Dallas, Texas (214) 902-7500,</div>
<div>Long Beach, California (562) 420-1818</div>
<div>Savannah, Georgia (912) 965-3000</div>
<div><a href="http://www.gulfstream.com">gulfstream.com</a></div>
<div>&nbsp;</div>
<div><strong>Hangar R</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Grand Prairie, Texas</div>
<div>(469) 865-2110,&nbsp;<a href="http://www.hangar-r.com" style="line-height: 1.538em;">hangar-r.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@hangar-r.com">info@hangar-r.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Helicopter Specialties</strong></div>
<div><em>Helicopter completion and refurbishment</em></div>
<div>Janesville, Wisconsin&nbsp;</div>
<div>(608) 758-1701,&nbsp;<a href="http://www.helicopterspecialties.net" style="line-height: 1.538em;">helicopterspecialties.net</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@helicopterspecialties.net">info@helicopterspecialties.net</a></span></div>
<div>&nbsp;</div>
<div><strong>Heli-One USA</strong></div>
<div><em>Helicopter completion</em></div>
<div>and refurbishment</div>
<div>Delta, British Columbia, Canada</div>
<div>(604) 952-7700</div>
<div><a href="http://www.heli-one.ca">heli-one.ca</a></div>
<div><a href="mailto:Michael.Bell@heli-one.ca">Michael.Bell@heli-one.ca</a></div>
<div>&nbsp;</div>
<div><strong>Helispec</strong></div>
<div><em>Helicopter completion and refurbishment</em></div>
<div>Brantley, Alabama&nbsp;</div>
<div>(334) 527-0020,&nbsp;<a href="http://www.helispec.com" style="line-height: 1.538em;">helispec.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@helispec.com">info@helispec.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Heritage Aviation Services</strong></div>
<div><em>Helicopter completion and refurbishment</em></div>
<div>Grand Prairie, Texas</div>
<div>(972) 988-8000,&nbsp;<a href="http://www.heritageaviationltd.com" style="line-height: 1.538em;">heritageaviationltd.com</a></div>
<div>&nbsp;</div>
<div><strong>Hillaero Modification Center</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Lincoln, Nebraska&nbsp;</div>
<div>(402) 474-5074,&nbsp;<a href="http://www.hillaero.com" style="line-height: 1.538em;">hillaero.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@hillaero.com">info@hillaero.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Iacobucci HF Aerospace</strong></div>
<div><em>Seats, interior components</em></div>
<div>Ferantino, Italy&nbsp;</div>
<div>+39 0775 3925.86,&nbsp;<a href="http://www.iacobucci.aero" style="line-height: 1.538em;">iacobucci.aero</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:sales@iacobucci.aero">sales@iacobucci.aero</a></span></div>
<div>&nbsp;</div>
<div><strong>Innotech Aviation</strong></div>
<div><em>Completion and refurbishment, aligned with Bombardier Aerospace</em></div>
<div>Montreal, Quebec, Canada</div>
<div>(514) 636-8484,&nbsp;<a href="http://www.innotechaviation.com" style="line-height: 1.538em;">innotechaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:tony.rawlinson@innotech-execaire.com">tony.rawlinson@innotech-execaire.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Interior Development Group</strong></div>
<div><em>Refurbishment</em></div>
<div>Chamblee, Georgia</div>
<div>(770) 234-9142,&nbsp;<a href="http://www.idgjets.com" style="line-height: 1.538em;">idgjets.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:idginc@bellsouth.net">idginc@bellsouth.net</a></span></div>
<div>&nbsp;</div>
<div><strong>Interiors By Brazil</strong></div>
<div><em>Refurbishment</em></div>
<div>McGregor, Texas&nbsp;</div>
<div>(254) 848-4980,&nbsp;<a href="http://www.interiorsbybrazil.com" style="line-height: 1.538em;">interiorsbybrazil.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:sales@interiorsbybrazil.com">sales@interiorsbybrazil.com</a></span></div>
<div>&nbsp;</div>
<div><strong>International Jet Interiors</strong></div>
<div><em>Refurbishment</em></div>
<div>Ronkonkoma, New York&nbsp;</div>
<div>(631) 737-5900,&nbsp;<a href="http://www.intljet.com" style="line-height: 1.538em;">intljet.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@intljet.com">info@intljet.com</a></span></div>
<div>&nbsp;</div>
<div><strong>JCB Aero</strong></div>
<div><em>Completion and refurbishment&nbsp;</em></div>
<div>Auch, France</div>
<div>+33 5 62 07 7171,&nbsp;<a href="http://www.jcbaero.com" style="line-height: 1.538em;">jcbareo.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@jcbaero.com">info@jcbaero.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Jet Aviation&nbsp;</strong></div>
<div><em>Completion and refurbishment&nbsp;</em></div>
<div>Basel, Switzerland +41 58 158 4111</div>
<div>Geneva, Switzerland +41 58 158 1058</div>
<div>Singapore +65 6481 53111</div>
<div>St. Louis, Missouri (618) 646-8000</div>
<div><a href="http://www.jetaviation.com">jetaviation.com</a></div>
<div>&nbsp;</div>
<div><strong>Jim Miller Aircraft Painting</strong></div>
<div><em>Exterior paint</em></div>
<div>Uvalde, Texas&nbsp;</div>
<div>(830) 278-3375,&nbsp;<a href="http://jmaircraftpainting.com" style="line-height: 1.538em;">jmaircraftpainting.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:javier@jmaircraftpainting.com">javier@jmaircraftpainting.com</a></span></div>
<div>&nbsp;</div>
<div><strong>KD Aviation/Reese</strong></div>
<div><em>Paint shop</em></div>
<div>Robbinsville, New Jersey&nbsp;</div>
<div>(609) 259-4200,&nbsp;<a href="http://www.kdaviation.com" style="line-height: 1.538em;">kdaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:ken@kdaviation.com">ken@kdaviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>King Aerospace</strong></div>
<div><em>Refurbishment</em></div>
<div>Addison, Texas</div>
<div>(972) 248-4886,&nbsp;<a href="http://www.kingaerospace.com" style="line-height: 1.538em;">kingaerospace.com</a></div>
<div>&nbsp;</div>
<div><strong>Kvand Aircraft Interiors&nbsp;</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Minsk, Belarus +375 17 222 5656</div>
<div>Moscow, Russia +7 495 737 9365&nbsp;</div>
<div><a href="http://kvand.com">kvand.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:kvand@kvand.com">kvand@kvand.com</a></span></div>
<div>&nbsp;</div>
<div><strong>L-3 Platform Integration</strong></div>
<div><em>Completion and refurbishment, twin-aisle airliner conversion</em></div>
<div>Waco, Texas&nbsp;</div>
<div>(254) 867-4244,&nbsp;<a href="http://L-3vipinteriors.com" style="line-height: 1.538em;">L-3vipinteriors.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:steven.l.smith@l-3com.com">steven.l.smith@l-3com.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Legacy Aviation Services</strong></div>
<div><em>Refurbishment center</em></div>
<div>Yukon, Oklahoma&nbsp;</div>
<div>(405) 350-2100,&nbsp;<a href="http://www.legacy-aviation.com" style="line-height: 1.538em;">legacy-aviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:kchance@legacy-aviation.com">kchance@legacy-aviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>LifePort Inc</strong>.</div>
<div><em>Helicopter completion and refurbishment</em></div>
<div>Woodland, Washington&nbsp;</div>
<div>(360) 225-1212,&nbsp;<a href="http://www.lifeport.com" style="line-height: 1.538em;">lifeport.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:salexander@lifeport.com">salexander@lifeport.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Lotus Aviation Group</strong></div>
<div><em>Refurbishment</em></div>
<div>Fort Lauderdale, Florida</div>
<div>(954) 489-9001,&nbsp;<a href="http://www.lotusaviationgroup.com" style="line-height: 1.538em;">lotusaviationgroup.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:admin@lotusaviationgroup.com">admin@lotusaviationgroup.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Lufthansa Bombardier&nbsp;Aviation Services</strong></div>
<div>Aviation Services</div>
<div>Completion, refurbishment and MRO</div>
<div>Berlin, Germany</div>
<div>+49 30 8875 4600,&nbsp;<a href="http://www.lbas.de" style="line-height: 1.538em;">lbas.de</a></div>
<div>&nbsp;</div>
<div><strong>Lufthansa Technik</strong></div>
<div><em>Completion and refurbishment and MRO;</em></div>
<div><em>focus on airliner executive/VIP conversion</em></div>
<div>Hamburg, Germany</div>
<div>+49 405 070 5553</div>
<div><a href="http://www.lufthansa-technik.com">lufthansa-technik.com</a></div>
<div>&nbsp;</div>
<div><strong>Mecaer Aviation Group</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Borgomanero, Italy +39 0322 83711</div>
<div>Philadelphia, Pennsylvania (267) 341-0130</div>
<div><a href="http://www.mecaer.com">mecaer.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@mecaer.com">info@mecaer.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Metrica Aviation</strong></div>
<div>An Aero-Dienst partner</div>
<div><em>Refurbishment&nbsp;</em></div>
<div>Espelkamp, Germany</div>
<div>+49 5772 596 268,&nbsp;<a href="http://www.metrica-aviation.de" style="line-height: 1.538em;">metrica-aviation.de</a></div>
<div>&nbsp;</div>
<div><strong>Metro Aviation</strong></div>
<div><em>Helicopter completion/refurbishment&nbsp;</em></div>
<div>Shreveport, Louisiana</div>
<div>(318) 222-5529,&nbsp;<a href="http://www.metroaviation.com" style="line-height: 1.538em;">metroaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@metroaviation.com">info@metroaviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>New United Goderich</strong></div>
<div><em>Refurbishment</em></div>
<div>Huron Park, Ontario, Canada</div>
<div>(519) 228-6052,&nbsp;<a href="http://www.newunitedgoderich.com" style="line-height: 1.538em;">newunitedgoderich.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:reception@newunitedgoderich.com">reception@newunitedgoderich.com</a></span></div>
<div>&nbsp;</div>
<div><strong>OHS Aircraft Service</strong></div>
<div><em>Refurbishment</em></div>
<div>Schoenfeld, Germany</div>
<div>+49 30 88 75 4370,&nbsp;<a href="http://ohs-aviationservices.de" style="line-height: 1.538em;">ohs-aviationservices.de</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:sales@ohs-aviationservices.de">sales@ohs-aviationservices.de</a></span></div>
<div>&nbsp;</div>
<div><strong>Ormond Aircraft</strong></div>
<div><em>Refurbishment</em></div>
<div>Ormond Beach, Fla.&nbsp;</div>
<div>(386) 672-0669</div>
<div>&nbsp;</div>
<div><strong>PATS Aircraft Systems</strong></div>
<div><em>Completion, refurbishment, focus on&nbsp;</em></div>
<div><em>airliner executive/VIP conversion</em></div>
<div>Georgetown, Delaware&nbsp;</div>
<div>(855) 236-1638,&nbsp;<a href="http://www.patsaircraft.com" style="line-height: 1.538em;">patsaircraft.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:Matthew.Hill@patsaircraft.com">Matthew.Hill@patsaircraft.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Penta Aviation Services</strong></div>
<div><em>Refurbishment</em></div>
<div>Vancouver International Airport</div>
<div>Richmond, British Columbia, Canada</div>
<div>(604) 273-4649,&nbsp;<a href="http://www.penta-aviation.com" style="line-height: 1.538em;">penta-aviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@penta-aviation.com">info@penta-aviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>PrivateSky Aviation Services</strong></div>
<div><em>Refurbishment</em></div>
<div>Fort Myers, Florida&nbsp;</div>
<div>(239) 225-6100,&nbsp;<a href="http://www.privatesky.net" style="line-height: 1.538em;">privatesky.net</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:information@privatesky.net">information@privatesky.net</a></span></div>
<div>&nbsp;</div>
<div><strong>PRO Aircraft Interiors</strong></div>
<div><em>Refurbishment</em></div>
<div>Pompano Beach, Florida&nbsp;</div>
<div>(954) 786-0908,&nbsp;<a href="http://www.proaircraftinteriors.com" style="line-height: 1.538em;">proaircraftinteriors.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:sales@proaircraftinteriors.com">sales@proaircraftinteriors.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Ranger Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>San Angelo, Texas&nbsp;</div>
<div>(800) 326-5758,&nbsp;<a href="http://www.rangeraviation.com" style="line-height: 1.538em;">rangeraviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:johnfields@rangeraviation.com">johnfields@rangeraviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>RAS</strong></div>
<div><em>Refurbishment</em></div>
<div>Kent, United Kingdom</div>
<div>+44 1959 576 747,&nbsp;<a href="http://www.rascompletions.co.uk" style="line-height: 1.538em;">rascompletions.co.uk</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@rascompletions.co.uk">info@rascompletions.co.uk</a></span></div>
<div>&nbsp;</div>
<div><strong>Richmor Jet Center</strong></div>
<div><em>Refurbishment</em></div>
<div>New Windsor, New York&nbsp;</div>
<div>(518) 828-9461,&nbsp;<a href="http://www.richmor.com" style="line-height: 1.538em;">richmor.com</a></div>
<div>&nbsp;</div>
<div><strong>Robinson Aircraft Interiors</strong></div>
<div><em>Refurbishment</em></div>
<div>Coppell, Texas</div>
<div>(469) 635-5050,&nbsp;<a href="http://www.robinsonair.com" style="line-height: 1.538em;">robinsonair.com</a></div>
<div>&nbsp;</div>
<div><strong>Rose Aircraft Service</strong></div>
<div><em>Refurbishment</em></div>
<div>Mena, Arkansas</div>
<div>(479) 392-2551,&nbsp;<a href="http://www.roseaircraft.com" style="line-height: 1.538em;">roseaircraft.com</a></div>
<div>&nbsp;</div>
<div><strong>Rotorcraft Services Group</strong></div>
<div><em>Helicopter refurbishment</em></div>
<div>Fort Worth, Texas</div>
<div>(817) 625-0192,&nbsp;<a href="http://www.rsgaviation.com" style="line-height: 1.538em;">rsgaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:dhubbard@rsgaviation.com">dhubbard@rsgaviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>RUAG Aviation</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Munich, Germany</div>
<div>+49 8153 30 2244,&nbsp;<a href="http://www.ruag.com" style="line-height: 1.538em;">ruag.com</a>, reception<span style="line-height: 1.538em;"><a href="mailto:.munich.businessaviation@ruag.com">.munich.businessaviation@ruag.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Sabena Technics</strong></div>
<div><em>Independent completions and refurbishment</em></div>
<div>Paris, France&nbsp;</div>
<div>+31 1 5654 4200,&nbsp;<a href="http://www.sabenatechnics.com" style="line-height: 1.538em;">sabenatechnics.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:vipcompletions@sabenatechnics.com">vipcompletions@sabenatechnics.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Sabreliner</strong></div>
<div><em>Refurbishment</em></div>
<div>Perryville, Missouri</div>
<div>(573) 543-2212,&nbsp;<a href="http://www.sabreliner.com" style="line-height: 1.538em;">sabreliner.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@sabreliner.com">info@sabreliner.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Sikorsky&nbsp;</strong></div>
<div><em>Helicopter completion and refurbishment</em></div>
<div>Stratford, Connecticut</div>
<div>(800) 496-4337,&nbsp;<a href="http://www.sikorsky,com" style="line-height: 1.538em;">sikorsky.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:jim.scanish@keystonehelicopter.com">jim.scanish@keystonehelicopter.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Southstar Aircraft Interiors</strong></div>
<div><em>Refurbishment</em></div>
<div>Uvalde, Texas</div>
<div>(830) 278-4108,&nbsp;<a href="http://www.southstarinteriors.com" style="line-height: 1.538em;">southstarinteriors.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:dradicke@southstarinteriors.com">dradicke@southstarinteriors.com</a></span></div>
<div>&nbsp;</div>
<div><strong>SR Technics</strong></div>
<div><em>Independent completion and refurbishment</em></div>
<div>Zurich, Switzerland&nbsp;</div>
<div>+41 58 688 7000,&nbsp;<a href="http://www.srtechnics.com" style="line-height: 1.538em;">srtechnics.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:vip@srtechnics.com">vip@srtechnics.com</a></span></div>
<div>&nbsp;</div>
<div><strong>ST Aerospace</strong></div>
<div><em>Completion and refurbishment</em></div>
<div>Paya Lebar, Singapore&nbsp;</div>
<div>+65 6287 1111,&nbsp;<a href="http://staero.aero" style="line-height: 1.538em;">staero.aero</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:mktg.aero@stengg.com">mktg.aero@stengg.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Stambaugh Aviation</strong></div>
<div><em>Completion and refurbishment,</em></div>
<div><em>single- and twin-aisle conversions</em></div>
<div>Brunswick, Georgia&nbsp;</div>
<div>(912) 265-7244,&nbsp;<a href="http://www.stambaughaviation.com" style="line-height: 1.538em;">stambaughaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:janicebritton@stambaughaviation.com">janicebritton@stambaughaviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Standard Aero</strong></div>
<div><em>Refurbishment</em></div>
<div>Tempe, Arizona&nbsp;</div>
<div>(480) 377-3100,&nbsp;<a href="http://www.standardaero.com" style="line-height: 1.538em;">standardaero.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:kyle.hultquist@standardaero.com">kyle.hultquist@standardaero.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Standard Aero, Associated Air Center</strong></div>
<div><em>Completion, refurbishment</em></div>
<div>Dallas&nbsp;</div>
<div>(214) 350-4111,&nbsp;<a href="http://www.standardaero.com" style="line-height: 1.538em;">standardaero.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:aacsales@associated.aero">aacsales@associated.aero</a></span></div>
<div>&nbsp;</div>
<div><strong>StarPortUSA</strong></div>
<div><em>Refurbishment</em></div>
<div>Sanford, Florida&nbsp;</div>
<div>(407) 321-8880,&nbsp;<a href="http://www.starportusa.com" style="line-height: 1.538em;">starportusa.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@starportusa.com">info@starportusa.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Starling Aerospace Interior</strong>s</div>
<div><em>Completion and refurbishment</em></div>
<div>Colinbrook, United Kingdom</div>
<div>+44 1753 680-0070,&nbsp;<a href="http://www.flysai.com" style="line-height: 1.538em;">flysai.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:sales@fly-sai.com">sales@fly-sai.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Stevens Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>Greenville, South Carolina (800) 359-7838&nbsp;</div>
<div>Dayton, Ohio (937) 454-3400</div>
<div>Denver, Colorado (800) 824-1938</div>
<div>Nashville, Tennessee (615) 365-2121&nbsp;</div>
<div><a href="http://www.stevensaviation.com">stevensaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:info@stevensaviation.com">info@stevensaviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>SureFlight</strong></div>
<div><em>Refurbishment</em></div>
<div>Coatesville, Pennsylvania&nbsp;</div>
<div>(484) 718-3136,&nbsp;<a href="http://www.sureflight.com" style="line-height: 1.538em;">sureflight.com</a><span style="line-height: 1.538em;">,&nbsp;</span><span style="line-height: 1.538em;"><a href="mailto:sschofield@sureflight.com">sschofield@sureflight.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Textron Aviation</strong></div>
<div><em>Completion and refurbishment of all Beechcraft and Hawker aircraft</em></div>
<div>Atlanta, Georgia (404) 699-9200&nbsp;</div>
<div>Houston, Texas (713) 567-5000&nbsp;</div>
<div>Indianapolis, Indiana (317) 241-2893</div>
<div>Monterrey, Mexico +52 81-8851-7000</div>
<div>Tampa, Florida (813) 878-4500&nbsp;</div>
<div>Toluca, Mexico +52 722 279 1685&nbsp;</div>
<div>Wichita, Kansas (316) 676-4500&nbsp;</div>
<div>Wilmington, Delaware (302) 561-6900&nbsp;</div>
<div><a href="http://www.beechcraft.com">beechcraft.com</a></div>
<div>&nbsp;</div>
<div><strong>Cessna Citation Sevice Centers</strong></div>
<div>Greensboro, North Carolina (877) 859-4476</div>
<div>Milwaukee, Wisconsin (877) 851-5653&nbsp;</div>
<div>Mesa, Arizona (877) 855-4292</div>
<div>Newburgh, New York (877) 851-4793&nbsp;</div>
<div>Orlando, Florida (877) 851-4626</div>
<div>Sacramento, California (877) 851-4763</div>
<div>San Antonio, Texas (877) 821-4728</div>
<div>Wichita, Kansas (877) 857-4428</div>
<div><a href="http://www.cessna.com">cessna.com</a></div>
<div>&nbsp;</div>
<div><strong>Taikoo (Taeco) Aircraft Engineering</strong></div>
<div><em>Independent completion and refurbishment</em></div>
<div>Xiamen, People’s Republic of China</div>
<div>+86 592 573 0214,&nbsp;<a href="http://www.taeco.com" style="line-height: 1.538em;">taeco.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:petermurton@taeco.com">petermurton@taeco.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Talco Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>San Antonio, Texas&nbsp;</div>
<div>(210) 319-4371,&nbsp;<a href="http://www.talcoaviation.com" style="line-height: 1.538em;">talcoaviation.com</a></div>
<div>&nbsp;</div>
<div><strong>Trimec Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>Fort Worth, Texas&nbsp;</div>
<div>(817) 626-1376,&nbsp;<a href="http://www.trimecaviation.com" style="line-height: 1.538em;">trimecaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:sales@trimecaviation.com">sales@trimecaviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Western Aircraft</strong></div>
<div><em>Refurbishment</em></div>
<div>Boise, Idaho&nbsp;</div>
<div>(800) 333-3442,&nbsp;<a href="http://www.westair.com" style="line-height: 1.538em;">westair.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:servicesales@westair.com">servicesales@westair.com</a></span></div>
<div>&nbsp;</div>
<div><strong>West Star Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>East Alton, Illinois (800) 922-2421</div>
<div>Grand Junction, Colorado (970) 243-7500</div>
<div><a href="http://weststaraviation.com">weststaraviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:rrneaud@wsa.aero">rrneaud@wsa.aero</a></span></div>
<div>&nbsp;</div>
<div><strong>Yingling Aviation</strong></div>
<div><em>Refurbishment</em></div>
<div>Wichita, Kansas</div>
<div>(316) 943-3246,&nbsp;<a href="http://www.yinglingaviation.com" style="line-height: 1.538em;">yinglingaviation.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:ajackson@yinglingaviation.com">ajackson@yinglingaviation.com</a></span></div>
<div>&nbsp;</div>
<div><strong>Zodiac Aerospace</strong></div>
<div><em>Refurbishment</em></div>
<div>Plaisir, France</div>
<div>+33 (0) 1 61 34 23 23,&nbsp;<a href="http://zodiacaerospace.com" style="line-height: 1.538em;">zodiacaerospace.com</a>,&nbsp;<span style="line-height: 1.538em;"><a href="mailto:CDZodiac@zodiacaerospace.com">CDZodiac@zodiacaerospace.com</a></span></div>
</div>
<p>&nbsp;</p>
</div></div></div>Thu, 10 Jul 2014 17:16:47 +0000Jane Campbell4961 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/completion-and-refurbishment-centers-2#commentsNotable Jet Card Providershttp://bjtonline.com/business-jet-news/notable-jet-card-providers-0
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/xojet_2_citation_x_-web.jpg?itok=HI9zUvFZ" width="100" height="67" alt="XOJet offers and Elite Access program which guarantees access to the company&#039;s all Wi-Fi-equpped fleet." title="XOJet offers and Elite Access program which guarantees access to the company&#039;s all Wi-Fi-equpped fleet." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><div><strong>Air Partner</strong></div>
<div>(<a href="http://www.airpartner.com">airpartner.com</a>, 888-247-7278)</div>
<div>Jet cards are sold in 10-hour minimums for flights aboard light, midsize, super-midsize or large-cabin jets from the international charter broker’s vetted operators. Aircraft are a maximum of five years old. Round-trip discounts available. No expiration and fully refundable deposits.</div>
<div>&nbsp;</div>
<div><strong>Delta Private Jets</strong></div>
<div>(<a href="http://www.deltaprivatejets.com">deltaprivatejets.com</a>, 800-927-0927)</div>
<div>Jet card accesses light, midsize, super-midsize and large-cabin jets from Delta’s managed and owned fleet and network of approved charter operators. No interchange fee or fuel surcharge. Card purchase bestows SkyMiles Diamond Medallion status on Delta Airlines.</div>
<div>&nbsp;</div>
<div><strong>Flight Options</strong></div>
<div>(<a href="http://www.flightoptions.com">flightoptions.com</a>, 877-703-2348)</div>
<div>The 25-hour JetPASS Select card provides model-specific access to Nextant 400XT, Citation X and Challenger 300 jets from the Flight Options fractional fleet. Aircraft interchange permitted. Card can be split to guarantee access to more than one category of aircraft.</div>
<div>&nbsp;</div>
<div><strong>Magellan Jets</strong></div>
<div>(<a href="http://www.magellanjets.com">magellanjets.com</a>, 877-550-5387)</div>
<div>Offerings include a card that provides 10 hours of access to Eclipse 500 VLJs and one that guarantees access to Wi-Fi-equipped Gulfstream G450s. Build-a-Card lets buyers select options, from aircraft size and lowered minimum flight time to peak travel surcharge waiver.</div>
<div>&nbsp;</div>
<div><strong>Marquis Jet</strong></div>
<div>(<a href="http://www.marquisjet.com">marquisjet.com</a>, 877-356-5823)</div>
<div>Aircraft-specific jet card uses NetJets fractional fleet comprising nine models ranging from light to large-cabin jets. X-Country 25-hour card offers 20-percent discount for transcontinental travel on Citation X jets, while Combo 25-hour card splits time between two aircraft types. U.S. members can access NetJets Europe fleet and European clients can access the U.S. fleet.</div>
<div>&nbsp;</div>
<div><strong>Nicholas Air</strong></div>
<div>(<a href="http://www.nicholasair.com">nicholasair.com</a>, 866-935-7771)</div>
<div>Model-specific Blue Card provides access to Embraer Phenom 100 and 300 and Pilatus PC-12 in increments from 15 to 60 hours. Interchange allowed. No expiration on card.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>Sentient</strong></div>
<div>(<a href="http://www.sentient.com">sentient.com</a>, 866-602-0051)</div>
<div>A 25-hour card guarantees access to light, midsize, super-midsize and large-cabin jets from Sentient’s network of charter operators. Aircraft category and quality can be chosen on a flight-by-flight basis. One-way and round-trip pricing available.</div>
<div>&nbsp;</div>
<div><strong>XOJet</strong></div>
<div>(<a href="http://www.xojet.com">xojet.com</a>, 877-599-6538)</div>
<div>Preferred Access provides priority access to XOJet’s fleet of Challenger 300 and Citation X jets and Preferred Partner Network of 900 jets. Elite Access guarantees access to XOJet’s all-Wi-Fi-equipped fleet. All deposits refundable.</div>
</div></div></div>Thu, 10 Jul 2014 15:34:33 +0000BJT Staff4951 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/notable-jet-card-providers-0#commentsA plain-English guide to aviation insurancehttp://bjtonline.com/business-jet-news/a-plain-english-guide-to-aviation-insurance
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/insurance912.jpg?itok=EZk-cQ2N" width="100" height="80" alt="" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>Your aircraft represents a wonderful business tool but also one of your largest potential exposures to catastrophic loss—one that could wipe out what you have spent years building. The importance of properly insuring against such loss should be obvious. Here’s a look at the most critical coverage types and clauses.</p>
<p><strong>AIRCRAFT HULL INSURANCE</strong></p>
<div><strong>What it covers:</strong> Physical damage to the aircraft as a result of an accident. The insurer has the option to pay for repairs or to declare a total loss and pay the insured value stated on the policy.</div>
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<div><strong>What it costs:</strong> The annual premium is calculated per $100 of insured value. The higher the insured value, the lower the rate per $100. The hull premium for a midsized jet that isn’t used commercially and has an insured value of $10 million might run $13,000 (13 cents per $100 of insured value), including coverage for war-risk perils. An older version of the same jet insured for $5 million might have a premium cost of $10,500 (21 cents per $100 of insured value).</div>
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<div><strong>Who needs it</strong>: If you have a lien on the aircraft, the bank will require it. Otherwise, you still need it unless you could withstand an uninsured loss.&nbsp;</div>
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<div><strong>Advice:</strong> Because this coverage is based on the aircraft’s agreed-to or stated value (not on its cash value), there’s potential for over- or under-insuring, which can be perilous. Consider the 2010 hangar collapse at Dulles International Airport, near Washington, D.C. Many of the damaged aircraft were significantly over-insured and the unintended result was that insurers were forced to repair airplanes that owners would rather have had declared total losses.&nbsp;</div>
<div>&nbsp;</div>
<div>The proper insured value to carry is the aircraft’s current market value or lien amount, whichever is greater. You should include coverage for war-risk perils, as it offers broad additional protection for a small additional premium. Be sure to review and adjust your coverage annually at renewal.</div>
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<div><strong>AIRCRAFT LIABILITY INSURANCE</strong></div>
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<div>
<div><strong>What it covers:</strong> Liability for bodily injury or property damage arising from an accident. The coverage is written on a single-limit-per-occurrence basis (e.g., $100 million per occurrence) and includes defense costs over and above the stated liability cap. &nbsp;</div>
<div>&nbsp;</div>
<div><strong>What it costs:</strong> The premium is normally a flat amount based on factors such as the liability limit selected, the pilots flying the aircraft (owner pilot?) and the approved use (Part 91 vs. Part 135). Assuming the midsized jet we used as an example above with insured value of $10 million, approximate annual premiums for ascending liability limits might be $8,500 for $100 million of coverage, $17,000 for $200 million of coverage and $25,000 for $300 million of coverage. These numbers will vary based on the age of the aircraft and the extent to which an underwriter prefers to load more premium on the hull insurance and less on the liability component of coverage. Also, you could face rate surcharges of up to 25 percent, depending on how much the aircraft is used for charter flights.</div>
<div>&nbsp;</div>
<div><strong>Who needs it</strong>: Everyone. This is the most important coverage you will buy, as it protects against what is typically your largest ­catastrophic-loss<span style="line-height: 1.538em;">exposure. If your aircraft is involved in an accident that results in injury or property damage, you’ll most likely be sued. Even if the suit is groundless, the coverage will provide a defense.</span></div>
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<div><strong>Advice:</strong> Purchase as high a limit as you can afford, keeping in mind that you won’t find out whether you bought enough coverage until after a loss. The liability claims you might face if your aircraft were to crash while carrying high-net-worth individuals or flying over a populated area could easily exceed $100 million. For that reason, many flight departments carry $200 million, $300 million or $500 million liability limits. As with hull insurance, coverage for war-risk perils is recommended, because it offers broad additional protection for a small additional premium.</div>
<div>&nbsp;</div>
<div><strong>APPROVED-PILOT CLAUSE&nbsp;</strong></div>
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<div><span style="line-height: 1.538em;"><strong>What it covers:</strong> Who is authorized under your policy to act as pilot or second in command on your aircraft.</span></div>
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<div><strong>What it costs:</strong> While no specific premium is associated with the approved-pilot clause, the overall policy premium correlates directly with the experience level of your pilots and their training protocol. Obviously, the better qualified the pilots and the more stout their recurrent training and safety initiatives, the lower the premium.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>Who needs it:</strong> You do, and all policies have an approved-pilot clause. A disproportionate number of claim denials are directly attributable to the fact that pilots flying aircraft did not meet the exact criteria of the pilot clause.&nbsp;</div>
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<div>A classic case involved a Falcon 900 that was forced to abort a takeoff, exiting the runway and causing substantial damage to the aircraft. The temporary copilot that day, although well qualified, had not completed insurance-required training for this make and model aircraft. (Apparently, the training requirement was never communicated to the individual approving the pilots for the aircraft owner.) The insurer denied the claim.</div>
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<div><strong>Advice:</strong> If you review only one section of your ­insurance policy annually, this should be the section. This clause varies widely among insurers and your aviation insurance broker negotiates the language, so if you aren’t represented by an experienced broker, you’re at a distinct disadvantage here. You want the broadest approved-pilot clause possible. When you receive your insurance policy annually, be sure to provide your flight department and any other pertinent parties with a copy of this section along with any evidence of required recurrent training.&nbsp;</div>
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<div>Be advised that almost without exception, the&nbsp;<span style="line-height: 1.538em;">primary pilots of all turbine/jet aircraft will have to complete annual recurrent training at an insurer-approved facility, whether or not such training is stipulated in the policy. Moreover, the training is critical, since pilot error causes about 85 percent of aircraft accidents. It amazes me when I see clients not blink an eye at a $100,000 maintenance bill, but squabble over spending $15,000 to $20,000 to train the pilots who represent their best opportunity to increase operational safety.</span></div>
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<div><strong><span style="line-height: 1.538em;">APPROVED-USE INSURANCE</span></strong></div>
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<div>
<div><strong>What it covers:</strong> Allowable reimbursement by non-owners who use your aircraft.&nbsp;</div>
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<div><strong>What it costs:</strong> As with the approved-pilot clause, no specific premium is assigned to the approved-use clause but as you’d expect, commercial operations face higher premium rates than non-commercial ones.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>Who needs it:</strong> You do, and all policies contain an approved-use clause. It’s a sleeper, though, because most owners erroneously assume they can do almost anything they want with their aircraft.&nbsp;</div>
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<div><strong>Advice:</strong> Like the approved-pilot clause, the approved-use endorsement varies widely among insurers, each of which has several versions it can use, some much broader than others. Your insurance broker negotiates the wording so, again, if an experienced aviation broker doesn’t represent you, you’re at a disadvantage.&nbsp;</div>
<div>&nbsp;</div>
<div>When subsidiary companies, business associates or friends use your aircraft, make sure your broker knows exactly what you’re receiving as compensation—whether it’s money, a case of wine or a week at someone’s vacation home, it all converts back to the almighty dollar. If your aircraft is involved in an accident and the U.S. Federal Aviation Administration determines that due to reimbursement you received, the flight was actually commercial in nature and should have been operated under Part 135 charter regulations, your insurance claim could be denied.</div>
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<div>
<hr>
<p><strong><span style="line-height: 1.538em;">Other Coverages and Clauses You Might Want</span></strong></p>
</div>
<div><strong>Broad Form Named Insured Clause</strong>. This extends coverage to subsidiary or affiliated companies of the named insured and other companies the named insured’s controls or actively manages.&nbsp;</div>
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<div><strong>Contractual Liability.</strong> This coverage insures to some extent, against liability you assume under contract. Be vigilant to submit any contracts or agreements related to your aircraft to your insurance broker. This includes hangar agreements, dry-lease, time-share and interchange agreements, purchase/lease agreements and leased/loaner engine agreements.</div>
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<div><strong>Non-Owned Aircraft Liability:</strong> This extends coverage under your policy for your use of non-owned aircraft, including chartered and rental aircraft. Review any known or anticipated use with your insurance broker.</div>
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<div><strong>Diminution of Value.</strong> This reimburses the aircraft owner for depreciated value caused by damage history due to a physical-damage claim. It is rarely purchased due to the cost and the complexity of the formula used to determine coverage. [For more on this coverage, see the Taxes, Laws and Finance column in our June/July 2014 issue.—Ed.]</div>
<div>&nbsp;</div>
<div><strong>Garagekeepers Liability</strong>. This covers you for damage resulting from your negligence to a non-owned auto in your care, custody or control (think cars in hangars). —<em>S.H.</em></div>
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<hr>
<div><strong>HULL AND LIABILITY INSURANCE BROKERS</strong></div>
<div>&nbsp;</div>
<div><strong>Air-Sur, Inc.</strong></div>
<div>Ormond Beach, Florida</div>
<div>Thomas K. Coughlin, (386) 672-6210</div>
<div>&nbsp;</div>
<div><strong>AirSure Ltd., LLC</strong></div>
<div>Golden, Colorado</div>
<div>Bill Behan, (303) 526-5300</div>
<div>&nbsp;</div>
<div><strong>AON Risk Services, Inc.</strong></div>
<div>New York, New York</div>
<div>Tracy Toro, (212) 479-3233</div>
<div>&nbsp;</div>
<div><strong>AIS Gallagher</strong></div>
<div>Las Vegas</div>
<div>Brad Meinhardt, (702) 647-2333</div>
<div>&nbsp;</div>
<div><strong>Chartis Aerospace&nbsp;</strong></div>
<div>Insurance Services, Inc.</div>
<div>Atlanta</div>
<div>Linda Parent, (404) 249-1800</div>
<div>&nbsp;</div>
<div><strong>Falcon Insurance Agency, Inc.</strong></div>
<div>Kerrville, Texas</div>
<div>John Allen, (830) 257-1000</div>
<div>&nbsp;</div>
<div><strong>Crystal &amp; Company, Inc.</strong></div>
<div>New York, New York</div>
<div>Louis M. Timpanaro, Jr., (212) 504-5850</div>
<div>&nbsp;</div>
<div><strong>Hope Aviation Insurance, Inc.</strong></div>
<div>Columbia, South Carolina</div>
<div>Stuart Hope, (800) 342-4673</div>
<div>&nbsp;</div>
<div><strong>John F. Throne &amp; Co.</strong></div>
<div>Seattle</div>
<div>Brint Smith, (206) 622-3636</div>
<div>&nbsp;</div>
<div><strong>Insurance Office of America</strong></div>
<div>Aerospace Division<span class="Apple-tab-span" style="white-space:pre"> </span></div>
<div>Atlanta<span class="Apple-tab-span" style="white-space:pre"> </span></div>
<div>John C. Averill, (770) 308-2398</div>
<div>&nbsp;</div>
<div><strong>L.L. Johns &amp; Assoc., Inc.</strong></div>
<div>Waterford, Michigan</div>
<div>Stephen Johns, (248) 666-4400</div>
<div>&nbsp;</div>
<div><strong>Marsh USA, Inc.</strong></div>
<div>Atlanta</div>
<div>Nancy P. Gratzer, (404) 995-2480</div>
<div>&nbsp;</div>
<div>
<div><strong>NationAir Insurance Agencies, Inc.</strong></div>
<div>W. Chicago, Illinois</div>
<div>Jeff Bauer, (630) 584-7552</div>
<div>&nbsp;</div>
<div><strong>PIM Aviation Insurance&nbsp;</strong></div>
<div>Wichita, Kansas</div>
<div>Timothy K. Bonnell, Sr.</div>
<div>(316) 942-0699</div>
<div>&nbsp;</div>
<div><strong>Travers Aviation Insurance</strong></div>
<div>St. Louis</div>
<div>Glen Travers, (800) 888-9859</div>
<div>&nbsp;</div>
<div><strong>Wells Fargo Insurance Services USA, Inc.</strong></div>
<div><span style="line-height: 1.538em;">Atlanta</span></div>
<div><span style="line-height: 1.538em;">Dean Anderson, (404) 923-3665</span></div>
<div>&nbsp;</div>
<div><strong style="line-height: 1.538em;">Willis Global Aviation</strong></div>
<div><span style="line-height: 1.538em;">New York, New York</span></div>
<div><span style="line-height: 1.538em;">Melissa Harder, (212) 915-8213</span></div>
<div>&nbsp;</div>
<div><span style="line-height: 1.538em;"><strong>Wings Insurance Agency</strong>&nbsp;</span></div>
<div><span style="line-height: 1.538em;">Eden Prairie, Minnesota</span></div>
<div><span style="line-height: 1.538em;">Steve Bruss, (952) 942-8800</span></div>
<div>&nbsp;</div>
<div><span style="line-height: 1.538em;"><strong>TITLE INSURANCE AGENT</strong></span></div>
<div>&nbsp;</div>
<div><strong style="line-height: 1.538em;">Global Aviation Title Insurance Agency</strong></div>
<div>
<div><span style="line-height: 1.538em;">Oklahoma City, Oklahoma</span></div>
<div><span style="line-height: 1.538em;">Frank L. Polk, (405) 552-2201</span></div>
</div>
<div>&nbsp;</div>
</div>
</div>
<div>
<div><em><strong><a href="mailto:shope@bjtonline.com">Stuart Hope</a>, co-owner of Hope Aviation Insurance, has been in the business since 1979.&nbsp;</strong></em></div>
<div>&nbsp;</div>
</div>
</div>
</div>
<p>&nbsp;</p>
</div></div></div>Tue, 08 Jul 2014 17:32:49 +0000Stuart Hope4901 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/a-plain-english-guide-to-aviation-insurance#commentsWhat bizjet manufacturers have in store for youhttp://bjtonline.com/business-jet-news/what-bizjet-manufacturers-have-in-store-for-you
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/flaris-web.jpg?itok=n7ep-aNn" width="100" height="67" alt="Flaris LAR 01" title="Flaris LAR 01" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em><strong>A look at the newly designed models set to enter service during the next few years.</strong></em></p>
<p>New-jet programs come in two flavors: completely clean-sheet-of-paper designs and updates of existing models. This article deals strictly with the former. The category is well populated, but mostly with midsize and super-midsize jets—a reflection of continuing softness in the entry-level sector and the rarefication of the large-jet and bizliner field. Bombardier, Cessna and Embraer all have models under development in what can be called the greater middle market, the most attractive category for fractional programs and other fleet customers. The large-jet business is seeing some action, although less of it: new projects are under way at Bombardier and Dassault and the rumor mill is running full tilt regarding Gulfstream programs building on the larger-cabin cross-section introduced by the G650.</p>
<p>The new midsize aircraft all evidence a renewed focus on passenger comfort, with improved seating, larger windows and flat-floor cabins. In addition, all categories are moving toward touchscreen avionics in the cockpit and more fuel-efficient engines, which translate into better range and time-to-climb numbers. Winglet design is being revised with more swooping shapes.</p>
<p>Manufacturers also are changing the way they sell aircraft, with greater focus on simplified maintenance and life-cycle costs and hourly maintenance programs that are wrapped into the purchase price. This should increase reliability across the board and inch dispatch rates up to near 100 percent. Development and certification schedules on select programs continue to fall behind, the victims of financial challenges at some companies; technical difficulties integrating new technologies into airframe, avionics and flight controls; and certification slowdowns attributable to budgetary and other constraints at both the U.S. Federal Aviation Administration and the European Aviation Safety Agency.</p>
<p>All that said, nearly all aircraft now under development have one thing in common: a near-perfect balance of versatility, performance, comfort and costs. The big differentiator will be customer service and support.</p>
<p><strong>LIGHT SINGLE ENGINE</strong></p>
<p><strong>Cirrus Vision SF50:</strong> Cirrus anticipates late 2015 certification for its long-delayed SF50 single-engine jet. It flew the first conforming prototype in March and will add two more to the flight-test program. The conforming test aircraft differ just a little from the non-conformal, proof-of-concept prototype the company has flown since 2008: they feature a slightly longer nose and higher fuselage loft than the model currently flying. The five-plus-two seating layout is retained but Cirrus has added options such as weather radar, a “relief station” and upgraded leathers. The company already is beginning to gear up for production by adding factory robotics and a fuselage lay-up mold for the all-composite aircraft. Cirrus has received deposits for more than 500 of the jets.</p>
<p><strong>Flaris LAR 01:</strong> The Poland-based aviation newcomer unveiled its five-seat, single-engine light jet at the Paris Air Show last summer and a prototype is expected to fly later this year, about six months behind the initial development schedule. The eye-catching Flaris features rear-hinged main cabin doors reminiscent of 1960s Lincoln Continental cars, detachable wings and stabilizers, a fuselage fuel tank, electric deicing and an in-the-nose whole-aircraft ballistic parachute.</p>
<p><strong>LIGHT TWIN ENGINE</strong></p>
<p><strong>HondaJet:</strong> Honda’s lengthy path to market appears to be nearing an end with certification of its light twin now expected late this year, following delays in the development and redesign of its GE Honda HF120 engines. Honda claims the aircraft has 15 to 20 percent greater fuel efficiency and higher speed than competing models. The five- to six-passenger jet will be certified for single-pilot operation. The HondaJet mates a carbon-fiber composite fuselage to metal wings, and the positioning of the engines on over-the-wing pylons means larger cabin volume and generous passenger legroom.</p>
<p>A fleet of conformal test aircraft (which look almost identical to the prototype that has been flying since 2003) is racking up hours. More than 1,000 employees are working at Honda’s massive 83-acre Greensboro, North Carolina campus, which has 600,000 square feet under roof and should be able to turn out 70 to 100 aircraft per year when production is fully ramped up. The first two years of production are already sold out.</p>
<p><strong>LIGHT MIDSIZE</strong></p>
<p><strong>Cessna Citation Latitude:</strong> Announced in 2011, the light midsize Citation Latitude first flew in February this year and is slated to enter service next year. The Latitude is the first Citation with a flat floor (no dropped aisle), and the cabin is 27.5 feet long, 72 inches tall and 77 inches wide. The standard seating arrangement accommodates passengers with a forward, dual-seat, side-facing divan, a club-four grouping of single seats and two more single seats aft of that. The Latitude features Garmin G5000 avionics and the wireless fiber-optic Clairity cabin-management system. The G5000 has three 14-inch LCD primary and multifunction displays and four touchscreen control panels. It offers all the latest safety equipment, including synthetic vision, electronic charts and Garmin’s Safe Taxi airport charts. The Clairity system allows completely wireless control of cabin functions. It is compatible with personal devices.</p>
<p>Like its predecessors, the Latitude has good short-runway capability; it will easily be able to use runways shorter than 4,000 feet under almost any load condition.</p>
<p><strong>Embraer’s Legacy 450:</strong> Embraer’s Legacy 450 medium light twinjet made its first flight last December; certification is expected late next year or early 2016. The shorter sibling of the Legacy 500 midsize, the 450 shares many of its systems and characteristics, including engines, avionics, fuselage diameter and fly-by-wire flight controls. The aircraft pressurization system keeps cabin altitude at 6,000 feet at the 450’s maximum cruising altitude of 45,000 feet. The 678-cubic-foot cabin offers seating for seven to nine passengers. Cabin management and IFE are courtesy of Honeywell’s HD Ovation Select system, which allows for control of entertainment, communications, lights, temperature, window shades and more via drink-rail-mounted units, wireless handheld remotes or a galley touchscreen. The system can interface with high-speed satellite communications and a variety of consumer electronics.</p>
<p>The cockpit offers Rockwell Collins Pro Line Fusion avionics. The four large active-matrix LCDs in the panel connect the pilots with synthetic enhanced vision with an optional head-up display; electronic charts, maps, graphical weather depiction from an intuitive MultiScan weather radar system that sees up to 300 miles out; and an airport surface-management system that minimizes the chances of ground mishaps. Fusion can grow to accommodate future technology add-ons such as voice recognition, surface guidance and automatic dependent surveillance-broadcast, the future of air traffic control. <strong>Pilatus </strong></p>
<p><strong>PC-24:</strong> Pilatus’s dramatic entry into the jet market last year, the PC-24, combines light-jet operating economics with super-midsize-jet capabilities and comfort and is aimed at more conventional offerings from Cessna and Embraer. Like the company’s iconic PC-12 single-engine turboprop, the PC-24 retains an aft cargo door and the capability to operate from short, unpaved and unimproved fields. The new Williams engines have unique features, including automatic thrust reverse, passive thrust vectoring nozzles, quiet power mode in place of an auxiliary power unit to provide ground power, integral pre-cooler to condition bleed air and reduce drag losses and an anti-ice and noise-suppressing engine inlet.</p>
<p>Up front, the customized avionics suite dubbed Pace—Pilatus Advanced Cockpit Environment—is based on the Honeywell Primus Apex and Epic systems and features all the latest advances. The voluminous passenger cabin provides more overall space than either the Cessna XLS+ or the Embraer Phenom 300 and has a flat floor, which means less headroom in the aisle. The aircraft will come with seven interior alternatives for layouts that include executive, commuter, combi and quick-change configurations as well as options for an externally serviced lavatory, either forward or aft, and galleys. Pilatus expects first flight later this year and certification in 2017.</p>
<p><strong>MIDSIZE</strong></p>
<p><strong>Bombardier Learjet 85:</strong>&nbsp;<span style="line-height: 1.538em;">Bombardier’s new transcontinental, all-composite light super-midsize model made its first flight in April. Thanks to composite construction, the 85 weighs only one third more than the considerably smaller Learjet 60XR and needs just 20 percent more thrust, can fly 495 nautical miles farther on a comparable load of fuel and has a slightly higher top cruise speed.&nbsp;</span></p>
<p>Several configurations will be available, including one with eight single executive seats in a double-club layout and one with six single seats and a three-place divan. The single seats are pitched at 30 inches and recline into full-berthing positions. This longer-legged Learjet also features a full galley and an aft cabin lavatory. Like several other contemporary cabins, the one in the 85 incorporates larger passenger cabin windows, 12 by 16 inches each, and more monolithic, streamlined headliners and sidewalls. Bombardier has tapped Lufthansa Technik to provide the cabin-management system; Rockwell Collins for a three-screen Pro Line Fusion avionics system with synthetic vision; and Pratt &amp; Whitney Canada for new PW307B turbofan engines.</p>
<p><strong>Cessna Citation Longitude:</strong>&nbsp;<span style="line-height: 1.538em;">The biggest Citation yet is a stretched and longer-legged variant of the Citation Latitude. Scheduled to enter service in 2017, it shares the Latitude’s avionics, cabin-management system, seats, windows and fuselage cross-section, but is nine feet longer and turns to Snecma’s new Silvercrest engines for power. Cessna has selected the Garmin G5000 for the Longitude, employing the same three-screen “touch control” avionics architecture that the company is using on the Latitude. The cabin-management system will build on the Clairity equipment.&nbsp;</span></p>
<p>The aircraft seats eight passengers in a cabin featuring a large forward galley and an aft lavatory with vacuum-flushing toilet. The forward cabin may include a crew lavatory as well as a third crew/flight-attendant seat. Like the Latitude’s interior cross-section, the Longitude’s is 72 inches tall and 77 inches wide. The forward club-four configuration is capacious and the single executive seats are full-berthing. There is room for another club-four in the aft cabin or a three-place divan, certified for takeoff and landing, opposite an entertainment center with large flat-screen monitor.</p>
<p>The Longitude has limited, computerized fly-by-wire capabilities for controlling the rudder, spoilers and brakes (“brake-by-wire”). Its 30-degree swept wing incorporates leading-edge slats, winglets, centrifugal ailerons and five speed-brake/spoiler panels per side. All this combines to give the aircraft good short-field capabilities under most load conditions.</p>
<p><strong>Embraer Legacy 500:&nbsp;</strong><span style="line-height: 1.538em;">This is the larger companion to the Legacy 450. Entry into service is expected later this year. Compared with the 450, the 500’s fuselage is six feet longer, and range with IFR reserves increases to 2,800 nautical miles with eight passengers. The 500 will carry up to 12 passengers in a cabin that is near super-midsize, measuring 26 feet, 10 inches long; six feet, 10 inches wide; and six feet tall.&nbsp;</span></p>
<p>Customers can choose between a large, well-appointed forward galley and opposite storage or a single, side-facing seat ideal for a cabin attendant. Or they can have a side-facing, two-place divan opposite a small refreshment center. The wet galley features hot and cold water, four gallons of potable water, crystal storage and an ice drawer, compartments for china and silverware, 110V power outlet and optional video monitor and espresso maker. Passengers will be able to bring more luggage, skis and golf clubs than they could fit in almost any other midsize or super-midsize jet: the 500 offers 150 cubic feet of baggage space—110 in the external compartment and another 40 in the closet that can be accessed through the lavatory.</p>
<p><strong>LARGE</strong></p>
<p><strong>Dassault Falcon 5X:</strong> Dassault launched its long-anticipated large twinjet last year and expects it to enter service in 2017. The 5X features an expanded fuselage diameter of nearly 8.9 feet—the widest ever for a Falcon—plus fly-by-wire controls, new Snecma Silvercrest engines and advanced flight-control surfaces on the wings. It has a range of 5,200 nautical miles with eight passengers. Dassault claims that it is 50 percent more fuel efficient than current, comparable aircraft on a 1,500-nautical-mile mission.</p>
<p><strong>Dassault Falcon 8X:</strong> Dassault Aviation has unveiled its Falcon 8X trijet, a significant step up from the popular 7X. A longer cabin offers more layout possibilities, including the option to install a large aft lavatory with a shower and a crew rest area in the front section and still have a comfortable three-lounge cabin in between. The 8X also offers greater range—6,450 nautical miles. From Los Angeles, Beijing is within reach. From New York, the 8X can travel nonstop to Dubai. The first flight is planned for early next year, with deliveries beginning in the second half of 2016. The model will reportedly sell for about 10 percent more than the 7X, which would put the price in the neighborhood of $58 million. Direct operating costs are estimated at $4,075 per hour.</p>
<p><em><a href="mailto:mhuber@bjtonline.com?" target="_top">Mark Huber </a> reviews new and used aircraft for </em><strong>BJT. </strong><em>Thierry Dubois contributed reporting to this article.</em></p>
</div></div></div><div class="field field-name-field-pdf field-type-file field-label-hidden"><div class="field-items"><div class="field-item even"><span class="file"><img class="file-icon" alt="" title="application/pdf" src="/modules/file/icons/application-pdf.png" /> <a href="http://bjtonline.com/sites/default/files/pdfs/bjt_new_bizjet_models.pdf" type="application/pdf; length=20403" title="bjt_new_bizjet_models.pdf">BJT Future Bizjet Models chart</a></span></div></div></div>Tue, 08 Jul 2014 15:00:04 +0000Mark Huber4886 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/what-bizjet-manufacturers-have-in-store-for-you#commentsThat new-airplane smellhttp://bjtonline.com/business-jet-news/that-new-airplane-smell
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/928-happyjet_final.jpg?itok=9kilc3lG" width="100" height="69" alt="Happy Jet Illustration: John Lewis" title="Illustration: John Lewis" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p1"><span class="s1">When you’re buying a jet, months</span> of work culminate the moment you sign the papers. You’re finished with research, analysis, due diligence and inspections. You’ve had the last of your consultations with brokers, attorneys, accountants, pilots and mechanics. The marathon has been run and now you can reap the rewards.</p>
<p class="p2"><span class="s2">Beau Schweikert, a corporate CFO, has worked for clients on four jet closings—both sales and acquisitions—the latest with Mesinger Jet Sales, a Boulder, Colorado-based brokerage firm. That deal was an odyssey that began with the client seeking to transition from occasional use of jet cards to purchase of a super-midsize bizjet, but then late in the process concluding that only a long-range, large-cabin model would fit the bill.&nbsp;</span></p>
<p class="p2"><span class="s3">“This was their first [ownership aircraft] transaction and they were able to fly transcontinental the very next day,” says Schweikert. “The principals were very pleased.” That’s likely an understatement.&nbsp;</span></p>
<p class="p2">No matter the size of the airplane, buying your first is one of those sweet life moments to be savored. And the manufacturers and completion centers know it, often reserving luxury offices in their plants for customers to finish the paperwork and then presenting the airplane in a surgically clean acceptance hangar replete with the buyer’s name on a banner, a photographer, champagne and a gourmet buffet or some variation on that theme.&nbsp;</p>
<p class="p2">Once, a brand-new, small two-seat trainer was delivered to me. Knowing my affinity for the Green Bay Packers football team, the ferry pilot and his cohorts did their best to make the moment memorable: they left a pair of foam-rubber cheeseheads, the preferred headgear of diehard Packer-backers, on the pilot seats. (The year before, a couple of Packer fans had crashed their airplane while returning from a game and had credited their survival to donning their cheeseheads prior to impact. This became the subject of considerable&nbsp; chortling in hangars throughout the United States.)&nbsp;</p>
<p class="p2">I saw the cheeseheads and doubled over in laughter. But after I recovered, I stepped back and admired the airplane: I had selected the options, the color scheme, everything about it. I had personalized it.&nbsp;</p>
<p class="p2">In the months that followed, I would fly the pants off it, visiting wonderful places unknown, meeting fascinating people, doing business deals in a compressed time space impossible with any other kind of vehicle. The airplane opened doors for me, both personally and professionally, and I was treated to some amazing vistas along the way. I was thrilled.</p>
<p class="p2"><span class="s3">The feeling is the same, whether you are in a small piston airplane or the biggest bizjet, whether you are in the cockpit or enjoying the fruits of your labor in the cabin: the smell of the leather, the feel of the seats, the grain patterns in the veneer, the quality of the cabin-management electronics—all in your favorite colors, fabrics and patterns and with your preferred options.&nbsp;</span></p>
<p class="p2"><span class="s3">Here is the emotional security of having all your favorite stuff on board—food, drink, music and movies; the convenience of no-drama wardrobe changes; and the joy of skipping the drudgery and wasted time that flying the airlines entails. When you land, they roll out the red carpet and the rental car or livery service stands at the ready.&nbsp;</span></p>
<p class="p2"><span class="s2">Nothing else really compares. And when you’re not flying in the airplane, there’s likely a model of it somewhere in your office or a photo of you taking the keys on delivery day. There they are, taunting you, reminding you how much you’d rather be out of that office flying—somewhere, anywhere—in your own aircraft.&nbsp;</span></p>
<p class="p2">Take a deep breath: it’s that new-airplane smell.</p>
<p class="p3"><i><a href="mailto:mhuber@bjtonline.com" target="_top">Mark Huber</a> is a private pilot with experience in more than&nbsp;50 aircraft models.</i></p>
</div></div></div>Wed, 09 Jul 2014 15:30:01 +0000Mark Huber4916 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/that-new-airplane-smell#commentsNotable Air Charter Providershttp://bjtonline.com/business-jet-news/notable-air-charter-providers-0
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/meridian.jpg?itok=vW-28zsH" width="100" height="68" alt="Teterboro, New Jersey-based charter company Meridian also offers FBO, aircraft management and maintenance services." title="Teterboro, New Jersey-based charter company Meridian also offers FBO, aircraft management and maintenance services." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><div>&nbsp;</div>
<div><strong>Air Charter Service</strong></div>
<div>(<a href="http://aircharterservice.com">aircharterservice.com</a>, NY office: 516-432-5901)</div>
<div>Worldwide charter broker has access to more than 50,000 aircraft.</div>
<div>&nbsp;</div>
<div><strong>Air Partner</strong></div>
<div>(<a href="http://www.airpartner.com">airpartner.com</a>, 888-247-7278)</div>
<div>Global charter broker with 25 offices in North America, Asia, Europe and Middle East. Access to all aircraft categories and types from vetted operators. Has facilitated more than 1,500 presidential and royal flights.</div>
<div>&nbsp;</div>
<div><strong>Associated Aircraft Group</strong></div>
<div><a href="http://www.flyaag.com">(flyaag.com</a>, 845-463-6500)</div>
<div>Sikorsky-owned operator offers the largest fleet of S-76 VIP helicopters in Northeast U.S.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>Avjet Corporation</strong></div>
<div>(<a href="http://www.avjet.com">avjet.com</a>, 818-841-6190)</div>
<div>U.S.-based charter operator offering flights in Europe, Asia, Russia and Middle East. Operates Boeing BBJ, Gulfstream, Bombardier and other large-cabin jets.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>Chapman Freeborn</strong></div>
<div>(<a href="http://www.chapman-freeborn.com">chapman-freeborn.com</a>, +44 01 293 572 872)</div>
<div>Global charter broker with more than 30 offices and strong presence in Asia. Access to aircraft from helicopters to executive-configured airliners from vetted operators.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>Clay Lacy Aviation</strong></div>
<div>(<a href="http://www.claylacy.com">claylacy.com</a>, 800-423-2904)</div>
<div>ARGUS- and Wyvern-approved operator offers wide assortment of business jets, ranging from super-lights to large-cabin models.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>Delta Private Jets</strong></div>
<div>(<a href="http://www.deltaprivatejets.com">deltaprivatejets.com</a>, 800-927-0927)</div>
<div>Charter arm of Delta Airlines’ fractional and card program offers one-way pricing using more than 1,000 light, midsize, super-midsize and large-cabin jets from its owned and managed fleet and partner charter operators.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>ExcelAire</strong></div>
<div>(<a href="http://excelaire.com">excelaire.com</a>, 631-737-0477)</div>
<div>Based at Long Island MacArthur Airport in New York, this operator has a fleet of more than 20 aircraft, ranging from the Citation CJ3 light jet to the long-range Gulfstream GV. It is a division of Hawthorne Global Aviation, which also offers FBO services at MacArthur Airport and several other U.S. locations.</div>
<div>&nbsp;</div>
<div><strong>Executive Jet Management</strong></div>
<div>(<a href="http://www.executivemanagement.com">executivejetmanagement.com</a>, 877-356-5387)</div>
<div>Charter arm of the NetJets fleet. Offers “city pair” one-way pricing and pay-as-you-go block-charter program with flat discounted rates.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>ExecuJet Aviation Group</strong></div>
<div>(<a href="http://www.execujet.net">execujet.net</a>, +41 44 876 5555, Zurich)</div>
<div>Manages large fleet of business aircraft, including many available for charter worldwide.</div>
<div>&nbsp;</div>
<div><strong>Fair Wind Air Charter</strong></div>
<div>(<a href="http://www.flyfairwind.com">flyfairwind.com</a>, 800-989-9655)</div>
<div>South Florida-based operator with more than 20 aircraft from light to large-cabin jets and access to additional lift from vetted operators. Offers airport-to-airport guaranteed pricing and one-way and roundtrip per-hour rates. Serves North and South America.</div>
<div>&nbsp;</div>
<div><strong>Gama Aviation</strong></div>
<div>(<a href="http://www.gamagroupusa.com">gamagroupusa.com</a>, 800-468-1110)</div>
<div>U.S. arm of UK-based aviation-services provider. Operates more than 40&nbsp;<span style="line-height: 1.538em;">aircraft ranging from light jets to Global 5000s. Access to hundreds of aircraft from partner fleets. Maintains UAE-based charter fleet for access to&nbsp;</span><span style="line-height: 1.538em;">Middle East.</span></div>
<div>&nbsp;</div>
<div><strong>Jet Aviation</strong></div>
<div>(<a href="http://www.jetaviation.com">jetaviation.com</a>,&nbsp;<span style="line-height: 1.538em;">800-736-8538, North America,&nbsp;</span><span style="line-height: 1.538em;">+41-58-158-8686, Europe,&nbsp;</span><span style="line-height: 1.538em;">&nbsp;+852-2215-3833, Asia)</span></div>
<div>General Dynamics owns this nearly 40-year-old worldwide charter operator. Also offers jet cards.</div>
<div>&nbsp;</div>
<div><strong>JetSuite</strong></div>
<div>(<a href="http://www.jetsuite.com">jetsuite.com</a>, 866-779-7770)</div>
<div>Owns and operates Embraer Phenom 100s and JetSuite Edition Cessna Citation CJ3 light jets in continental U.S. and Caribbean. One-way pricing; membership program provides discount rates. Daily point-to-point specials.</div>
<div>&nbsp;</div>
<div><strong>Key Air</strong></div>
<div>(<a href="http://www.keyair.com">keyair.com</a>, 888-539-2471)</div>
<div>Connecticut-based operator claims one of the industry’s newest fleets, including models from Bombardier, Gulfstream and Dassault Falcon.</div>
<div>&nbsp;</div>
<div><strong>Landmark Aviation</strong></div>
<div>(<a href="http://www.landmarkaviation.com">landmarkaviation.com</a>, 888-362-6738)</div>
<div>Charter arm of the aviation-services company with 57 FBO locations in U.S., Canada and Western Europe. Operates more than 50 charter aircraft, from turboprops to large-cabin jets and air ambulances. Discount block-charter rates available.</div>
<div>&nbsp;</div>
<div><strong>Linear Air</strong></div>
<div>(<a href="http://www.linearair.com">linearair.com</a>, 877-254-6327)</div>
<div>Operates Eclipse 500 VLJs and Cirrus SR-22 single-engine piston aircraft, offering low-cost short-haul charter in New England, Northeast, Southeast and Salt Lake City area.</div>
<div>&nbsp;</div>
<div><strong>Meridian</strong></div>
<div>(<a href="http://www.meridian.aero">meridian.aero</a>, 201-288-5040)</div>
<div>Teterboro, New Jersey-based charter company also offers FBO, aircraft management and maintenance services. Has sales offices in Santa Rosa and San Jose, California.</div>
<div>&nbsp;</div>
<div><strong>Pentastar Aviation</strong></div>
<div>(<a href="http://www.pentastaraviation.com">pentastaraviation.com</a>, 800-662-9612)Nearly 50-year-old Wyvern-approved and ARGUS Platinum-rated operator offers worldwide service.</div>
<div>&nbsp;</div>
<div><strong>Priester Aviation</strong></div>
<div>(<a href="http://www.priesterav.com">priesterav.com</a>, 888-323-7887)</div>
<div>Founded in 1945. Operates more than 30 charter aircraft from turboprops to large-cabin models across eastern half of the U.S. Provides N-registered aircraft for charter customers in Asia through partnership with TAG Aviation Asia.</div>
<div>&nbsp;</div>
<div><strong>PrivatAir</strong></div>
<div>(<a href="http://www.privatair.com">privatair.com</a>, +41 (0) 22 929 6730)</div>
<div>Geneva-based company provides charter services on its own managed fleet and via other operators.</div>
<div>&nbsp;</div>
<div><strong>Royal Jet</strong></div>
<div>(<a href="http://www.royaljetgroup.com">royaljetgroup.com</a>, +971 (2) 5051 500)</div>
<div>Based in the United Arab Emirates, this operator has its own VIP terminal at Abu Dhabi International Airport.</div>
<div>&nbsp;</div>
<div><strong>Sentient</strong></div>
<div>(<a href="http://www.sentient.com">sentient.com</a>, 866-602-0044)</div>
<div>Largest provider of charter flights in the U.S. Access to aircraft from turboprops to large-cabin jets flown by more than 100 vetted operators. Offers one-way pricing and easy quoting on roundtrip and multi-leg trips.</div>
<div>&nbsp;</div>
<div><strong>Solairus Aviation</strong></div>
<div>(<a href="http://www.solairusaviation.com">solairusaviation.com</a>, 800-359-7861)</div>
<div>Operates more than 20 charter aircraft from turboprops to large-cabin jets based across the U.S., and sources aircraft from vetted operators. Alliance with Hong Kong-based Metrojet offers charter services in Asia.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>TAG Aviation</strong></div>
<div>(<a href="http://www.tagaviation.com">tagaviation.com</a>, +41 22 71 70100)</div>
<div>Switzerland-based aviation-services provider operates more than 50 aircraft in its charter fleet, predominating in European-based large-cabin jets, and sources aircraft from partner operators worldwide. TAG Account provides customized solutions and discounted flight time.</div>
<div>&nbsp;</div>
<div><strong>Tempus Jets</strong></div>
<div>(<a href="http://tempusjets.com">tempusjets.com</a>, 757-875-7779)</div>
<div>Charter fleet includes Pilatus PC-12, CItation SII, Citation V, Citation XL and Gulfstream IV. Offers jet cards and aircraft sales, management and completions. Eight locations throughout U.S.&nbsp;</div>
<div>&nbsp;</div>
<div><strong>Travel Management Company, Ltd.</strong></div>
<div>(<a href="http://tmcjets.com">tmcjets.com</a>, 866-569-3296)</div>
<div>Privately owned, full-service air charter company operates more than 70 Hawker 400/800/850XPs as well as Challenger 604s. Offers point-to-point pricing as well as flexible charter programs.</div>
<div>&nbsp;</div>
<div><strong>TWC Aviation</strong></div>
<div>(<a href="http://www.twcaviation.com">twcaviation.com</a>, 800-538-6070)</div>
<div>Worldwide charter operator with large fleet. Also offers jet cards.</div>
<div>&nbsp;</div>
<div><b>VistaJet</b></div>
<div>(<a href="http://www.vistajet.com">vistajet.com</a>, +44 0 207 060 5700)</div>
<div>Owns and operates all-Bombardier fleet (Learjet 60XR; Challenger 350, 605 and 850; Global 6000) in Asia, Europe, the Middle East and West Africa. Cabin attendant on all flights and all aircraft maximum three years old.</div>
<div>&nbsp;</div>
<div><strong>XOJet</strong></div>
<div>(<a href="http://www.xojet.com">xojet.com</a>, 877-599-6538)</div>
<div>Offers point-to-point pricing on its owned and operated, Wi-Fi-equipped fleet of late-model Challenger 300s and Cessna Citation Xs and an additional 900 aircraft through its Preferred Partner Network. All-inclusive Los Angeles–New York rates start at about $25,600, plus FET.</div>
<div>&nbsp;</div>
</div></div></div>Tue, 08 Jul 2014 20:34:48 +0000BJT Staff4906 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/notable-air-charter-providers-0#commentsMatch your travel needs to a bizav solutionhttp://bjtonline.com/business-jet-news/match-your-travel-needs-to-a-bizav-solution
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/fotolia_54041062_l_illustrator-web.jpg?itok=OY987sFy" width="100" height="83" alt="" title="Those interested in purchasing aircraft often have a lot of options to consider such as owning a fractional share, chartering or purchasing a jet card." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><strong>Match your travel needs to a bizav solution </strong></p>
<p>Which of the major bizav access models—charter, jet card or fractional ownership—best suits you? To begin to answer that question, determine which of the statements below apply to you. If more than half of the statements for an access option apply, it could be a good choice. Note, though, that not all statements carry equal weight; the hours you fly annually can trump other factors in determining whether a solution is appropriate.</p>
<p><strong>CONSIDER CHARTER IF...</strong></p>
<p><strong>You’re based in or near a major metropolitan center.</strong> </p>
<p>This means you can take advantage of many charter options without facing charges for repositioning. </p>
<p><strong>The number of people in your party or the distances you travel often change from flight to flight</strong>.</p>
<p>With charter, it’s easy to book the optimum aircraft for each trip; with fractional shares and jet cards, switches may be difficult or involve a surcharge.</p>
<p><strong>You make frequent round trips.</strong></p>
<p>Round-trip charter remains one of business aviation’s best bargains. </p>
<p><strong>You usually fly fewer than 25 hours per year</strong>.</p>
<p>Many jet cards are sold in minimum denominations of 25 flight hours while fractional shares typically start at 50 hours per year.</p>
<p><strong>Your travel schedule is often flexible</strong>.</p>
<p>Flexibility allows you to take advantage of off-peak oversupply, empty legs and other discount charter deals.</p>
<p><strong>You don’t mind flying on older business jets</strong>.</p>
<p>The charter fleet is older than card and fractional fleets, but aircraft from licensed operators are safe and well maintained. When chartering, you can request the age range of the aircraft you want, and an older model will be less expensive than a newer one.</p>
<p><strong>You typically don’t need to travel during peak holiday periods.</strong></p>
<p>Fractional and jet-card providers can usually accommodate their owners and cardholders during such times. Charter customers may have to wait.</p>
<p><strong>You prefer to pay as you go.</strong> </p>
<p>Jet cards involve significant upfront expenditure and fractional shares require even larger initial investments. </p>
<p><strong>You occasionally need to make immediate, unscheduled trips.</strong> </p>
<p>Peak holiday times notwithstanding, charter can often have you in the air faster than a card or fractional program, which may require 12 hours’ or more advance notice. </p>
<p><strong>You need to travel internationally</strong>. </p>
<p>No card or fractional program can match the best international charter providers when it comes to servicing far corners of the world. </p>
<p><strong>CONSIDER A JET CARD IF...</strong></p>
<p><strong>Your company uses business aviation regularly, but doesn’t want to carry a corporate jet on its books</strong>. </p>
<p>A jet card comes close to mimicking the ownership experience but doesn’t require you to manage an aircraft—or add one to your list of capital expenses.</p>
<p><strong>You often stay at your destination two nights or more.</strong> </p>
<p>This means you’re not a round-tripper, and the one-way pricing of cards works to your advantage. </p>
<p><strong>You fly at least 25 hours per year</strong>. </p>
<p>This is the minimum flight time for many cards. Make sure you know the replenishment policies and other program rules of your card provider.</p>
<p><strong>You want guaranteed access to a jet for special events or emergencies.</strong> </p>
<p>A jet card is an ideal get-out-of-wherever card. Many charter users buy one at least partly for this reason. </p>
<p><strong>You don’t mind keeping money on account if you get a reasonable discount in return.</strong> </p>
<p>Typically, the higher the hours or dollar value of a jet card, the greater the per-hour savings, providing the equivalent of volume discounts for flight time. </p>
<p><strong>Your flight department needs supplemental lift</strong>. </p>
<p>A card gets you airborne quickly when you need additional lift or your own aircraft are grounded for mechanical or other reasons. </p>
<p><strong>You think fractional ownership suits you, but you want to be sure before buying in.</strong> </p>
<p>The first card programs were created by fractional providers so potential customers could sample the service before committing to it. </p>
<p>If you want to try before you buy, a fractional provider’s card product is the way to go. </p>
<p><strong>You don’t live or work near a major metro area.</strong> </p>
<p>The jet card’s one-way pricing model and lack of repositioning fees make it especially attractive for travelers who’d likely be assessed repositioning costs and have a lesser selection of available aircraft when chartering away from major business aviation flyways. </p>
<p><strong>You’re using more hours on your fractional card this year than planned.</strong> </p>
<p>Policies about buying, selling, banking and borrowing flight hours vary among fractional programs. A jet card can provide the solution for owners looking for an alternative source of additional hours. </p>
<p><strong>You have to take a team on the road for back-to-back presentations in multiple cities.</strong> </p>
<p>Cards offer a defined amount of flight time and major providers have the requisite backup to ensure your road show doesn’t hit any speed bumps. </p>
<p><strong>CONSIDER FRACTIONAL OWNERSHIP IF...</strong></p>
<p><strong>You fly at least 50 hours per year.</strong> </p>
<p>That’s the flight-hour equivalent of a 1/16th share, the usual minimum. </p>
<p><strong>Consistency in your travel experience is important to you</strong>. </p>
<p>With fractional ownership, you’ll always know what you’re getting. Service is personalized and quality tends to be high. </p>
<p><strong>You like flying aboard new aircraft with the latest technology.</strong> </p>
<p>Fractional fleets are early adopters, often serving as launch customers for new aircraft. </p>
<p><strong>Your company could justify a business jet but doesn’t want a flight department.</strong> </p>
<p>Removing ownership hassles is a key benefit of fractional programs. </p>
<p><strong>You can take advantage of the tax benefits of ownership.</strong> </p>
<p>If so, the case for a fractional share can be compelling. If not, charter or a jet card may make more sense. </p>
<p><strong>You don’t live or work near a major metropolitan center.</strong> </p>
<p>With fractional programs as with jet cards, the one-way pricing model and lack of positioning fees is advantageous in remote locations where charter presents few choices and charter repositioning fees often apply. </p>
<p><strong>Guaranteed access is important to you.</strong> Fractional providers have all the lift needed to ensure you’re airborne when needed, mechanical problem be damned. That can give you a sense of confidence that even whole-aircraft owners don’t often enjoy. </p>
<p><strong>Most of your flights involve approximately the same distance and number of passengers.</strong> The fractional model is based on buying a share in a specific aircraft that you will fly aboard (or an identical one when your aircraft is unavailable).</p>
<p><strong>Occasionally you need access to several aircraft simultaneously.</strong> </p>
<p>Your annual allotment of flight hours can be used concurrently in most programs, ideal for bringing board of family members together while ensuring everyone gets consistency in aircraft type and treatment. </p>
<p><strong>You want the simplest access solution possible and money is no object.</strong> </p>
<p>You can find quality service providers within any access model, but for the freedom to go as you please on an ongoing basis, fractional ownership provides the most convenience and simplicity. </p>
<p><em>Don’t be surprised if two or even all three of the above options seem appropriate; many private flyers find it best to use a combination of access modes, depending on the requirements of each trip. Might you be one such traveler? Here are some tips to help you decide.</em> </p>
<p><strong>CONSIDER USING BOTH CHARTER AND A JET CARD IF...</strong></p>
<p>You need guaranteed access but want to economize on a flight-by-flight basis, using charter to find the best deals available and drawing on the card when it’s the better option. </p>
<p>You want to compare a variety of aircraft models for your travel needs, using a card that provides access by category to a variety of aircraft, and when chartering, selecting models appropriate to each mission. </p>
<p>You’re a devoted charter user but need backup for situations when no suitable charter solution is available. </p>
<p><strong>CONSIDER USING BOTH FRACTIONAL AND CHARTER IF...</strong></p>
<p>You enjoy the consistency of fractional but want to take advantage of charter bargains that may be available on some routes you fly. You have a heavy domestic travel schedule but occasionally fly to far-flung international locations, which are better served by charter. A fractional share takes care of almost all but not quite 100 percent of your travel needs. </p>
<p>Charter can fill in the occasional gap without tying up your money in a jet card. </p>
<p><strong>CONSIDER USING BOTH FRACTIONAL AND A JET CARD IF...</strong></p>
<p>You want to keep business and personal travel separate, using the fractional share for business, for example, and a card from the same provider for personal travel. </p>
<p>Your usage warrants fractional ownership, but the hours you fly vary substantially year to year. You can buy a share covering the minimum hours needed and cover your peak demand periods with a jet card. </p>
<p>You have consistent but unequal needs for two or more category of aircraft. You can use the fractional share for your primary travel, and the jet card for access to the secondary lift you regularly need. (Note that some fractional programs offer split ownership options for such situations.) </p>
<p><strong><em><a href="mailto:jwynbrandt@bjtonline.com">James Wynbrandt</a> is a private pilot and a regular contributor to </em>BJT. </strong></p>
</div></div></div>Mon, 07 Jul 2014 19:46:22 +0000James Wynbrandt4881 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/match-your-travel-needs-to-a-bizav-solution#commentsIf it ain’t brokered, fix ithttp://bjtonline.com/business-jet-news/if-it-aint-brokered-fix-it
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/nbaa12_rosales-web.jpg?itok=80EEYv89" width="100" height="67" alt="" title="Photo: Mariano Rosales" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><strong><em>Here’s why it makes sense to enlist professional representation when buying or selling a jet.</em></strong></p>
<p>Given the complexity of the deal and the money at stake, making a business aircraft change hands can seem almost like an act of magic. And as in Disney’s <em>The Sorcerer’s Apprentice</em>, acts of this sort are best left to professionals—specifically, aircraft brokers and their teams.</p>
<p>Nonetheless, 14 percent of airplane owners don’t enlist a broker to handle their sales, according to the National Aircraft Resale Association (NARA), and many buyers opt to go it alone as well. Some are corporate flight departments or other entities with transactional experience, but a considerable number are simply headstrong individuals.</p>
<p>“Aircraft owners tend to be masters of the universe,” says attorney Ed Kammerer, an aircraft transaction specialist in Rhode Island. “They think that they can do anything better and are smarter than other people.” Meanwhile, on the buyers’ side, listings of for-sale aircraft on the Web make some shoppers believe the Internet has leveled the playing field, which is among the reasons they go into the market solo, according to sales professionals. And of course both buyers and sellers want to “save” the commissions brokers charge.</p>
<p>If you recognize yourself among these would-be savvy wheeler-dealers, now may be a good time to reconsider your ways, because after years of downward drift, the preowned market is stabilizing, with some sectors showing a rebound. That’s starting to create a sense of urgency, some brokers say, that could cause buyers and sellers to act impulsively in the absence of professional guidance. The usual results include missed opportunities, wasted time and dead-end leads; and typically, when transactions do occur, unrepresented buyers pay more and unrepresented sellers get less than they should.</p>
<p>“There are buyers and sellers who don’t work with brokers,” allows Steve Varsano, founder and owner of the Jet Store, a high-tech, retail-store-styled brokerage in London. “The ones I know realize they made a mistake.” Before you succumb to the market’s call on your own, understand the services brokers can provide.</p>
<p>Today’s aircraft brokers act as point persons in a transaction team that can include escrow and title agents, attorneys, accountants, tax specialists, bankers, import/export expediters and, of course, aircraft experts. Some prefer to call themselves “consultants,” arguing that “broker” doesn’t convey the full range of services they provide. Any suggestion that brokers simply bring buyer and seller together or are little more than an aviation equivalent of used-car salesmen is patently false.</p>
<p>Establishing the value of an aircraft is the broker’s most critical function in a purchase or sale. Owners often have an inflated view of their airplane’s value, particularly if they haven’t been in the market since preowned prices tanked in 2008. Brokers establish a realistic valuation based on their own experience, recent sales history and proprietary data and analysis. “We are dealing with a new sales paradigm since the global meltdown,” says Andrew Bradley, president at Burbank, California-based brokerage Avjet. “Market values change quickly, sometimes in a matter of days. Pricing an aircraft for sale incorrectly could potentially cost an owner millions.”</p>
<p>On the buy side, brokers can recognize opportunity and use their knowledge to negotiate aggressively for clients. Brokers make bids that get deals started, whereas unschooled buyers often make unreasonably low offers that suggest a lack of serious intent.</p>
<p>For sellers, brokers create a marketing campaign and sales strategy. Brokers typically know sales prospects for a variety of aircraft, and some also buy airplanes for their own inventory from clients who are trading up, simplifying the upgrade.</p>
<p>If you’re buying an aircraft, the broker will perform a comprehensive analysis of your travel patterns to determine the models that can fulfill your mission and will provide information on the operating costs of each and the best candidates currently for sale. Conversely, it’s not unusual for unrepresented buyers to come to market fixated on a particular model aircraft because, for example, someone they know said it’s a good one, though it may be poorly suited to their needs.</p>
<p>Brokers can be particularly helpful with international transactions. Many business jets on the market today are based outside the U.S., some in countries without a formal database for recording liens or other documents that can affect aircraft title. Moreover, re-registering an airplane in the U.S., or importing and registering it for the first time in the U.S., as in other countries, is fraught with complex regulatory requirements that can impede registration and subsequent use of the aircraft unless properly addressed. “Anybody who buys an offshore aircraft without a broker is a fool,” says aviation attorney Stewart Pearl, an airplane transaction specialist in Connecticut. “So many things can go wrong.”</p>
<p>One thing that can go wrong on any aircraft transaction is the prepurchase inspection. This crucial inspection will reveal the airplane’s condition and whether it matches the seller’s description. On either side of the transaction, you want a representative that knows the aircraft make and model intimately. Brokers determine where the inspection will be done, and when it’s complete, they negotiate to decide who is responsible for any needed repairs or adjustment to the cost of the aircraft. Without expert representation, if selling you may be stuck paying for repairs that the buyer should shoulder, and if buying you may miss important squawks that will leave you with unforeseen repair bills.</p>
<p>The services discussed above add up to a compelling argument for both buyers and sellers to use a broker, aviation professionals believe. Indeed, attorney Pearl says good brokers earn their fee two or three times over. Successful ownership is about buying right, operating right and selling right, and a skilled broker helps you do all three. <em><a href="mailto:jwynbrandt@bjtonline.com?" target="_top">James Wynbrandt </a> is a private pilot, a freelance writer and a regular contributor to </em><strong>BJT.</strong></p>
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<p><b>FINDING A GOOD BROKER</b></p>
<p>The best way to find a quality aircraft broker is through colleagues and associates who use business aviation. Ask them for recommendations, and ask the brokers themselves for references. Talk to the brokerage about the purchase process, and how it deals with aircraft valuations and identifies the right aircraft for purchase, advises Mike Nichols, the National Business Aviation Association’s vice president of operational excellence and professional development. The NBAA itself has a listing of aircraft brokers under its Products &amp; Services listings on its Website. <em>–J.W.</em></p>
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<p><strong>HOW BROKERS ARE PAID</strong></p>
<p>Today, virtually all sales and purchase commissions are paid on a fee rather than percentage basis, says Brad Harris, president of the National Aircraft Resale Association, and founder and CEO of brokerage Dallas Jet International. Sales commissions were previously almost exclusively percentage-based, but when aircraft prices dropped precipitously after 2008, brokers sought stability in their earnings, hence the switch to fees on the sales side. Harris says NARA member brokers may go back to a points- or percentage-based commission at some time. <em>–J.W.</em></p>
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<p><strong>NOTABLE AIRCRAFT BROKERAGES</strong></p>
<p>The National Aircraft Resale Association counts some 2,269 brokerages and dealerships around the globe. Below are a few that have distinguished themselves by their scale, history and reputation.</p>
<p><strong>Avjet Corporation.</strong> The brokerage arm of this Burbank, California-based aviation services company, founded 30 years ago, specializes in ultra-long-range, large-cabin aircraft, with a focus on Gulfstreams, Bombardier Globals and Boeing BBJs. The company conducts some $500 million in transactions annually from offices in Washington, D.C.; Palm Beach, Florida; Abu Dhabi, UAE.; Moscow; and Seoul, South Korea.</p>
<p><strong>Freestream Aircraft.</strong> A leading presence in international aircraft sales and acquisitions since 1990, Freestream is headquartered in London and has offices in Teterboro, New Jersey; Beijing; and Bermuda.</p>
<p><strong>Guardian Jet. </strong> Founded in 2002, this Guildford, Connecticut-based company takes an asset-management approach to aircraft transactions, helping clients develop long-term purchase, operation and sales plans, and counts 30 percent of Fortune 100 companies among its clients. More than half a dozen of the brokerage team have graduate business degrees.</p>
<p><strong>The Jet Business. </strong>This ultra-high-tech retail store in London’s fashionable Hyde Park Corner trades in large-cabin, long-range business jets and executive airliners. The store’s flash is complemented by its technology infrastructure and data library, which provide buyers and sellers with information and analysis.</p>
<p><strong>Jetcraft Corporation. </strong>Founded half a century ago, this Raleigh, North Carolina-based company pioneered innovations such as business aircraft leasing. Jetcraft has half a dozen locations across the U.S. and, with its recent acquisition of the aircraft brokerage activities of ExecuJet Aircraft Trading, now also has offices in a dozen cities across Europe, the Middle East, Asia and Africa.</p>
<p><strong>Jeteffect. </strong>Formed in 2001, Jeteffect has half a dozen locations across the U.S., so its brokers “can be anywhere in the world in 12 hours,” according to the company, whose president, Bryan Comstock, is a longtime BJT contributor. Team members have backgrounds ranging from banking to aeronautical engineering.</p>
<p><strong>Leading Edge Aviation Solutions. </strong>With roots dating to 1987, Leading Edge Aviation Solutions has been a party to $10 billion in aircraft transactions. Based in Parsippany, New Jersey, and focused on midsize and larger business aircraft, the company maintains relationships with manufacturers and often negotiates purchases and oversees completions of new aircraft for clients.</p>
<p><strong>Mesinger Jet Sales. </strong>Founded in 1982, this Boulder, Colorado-based family-owned company handles completions and refurbishment, in addition to asset-management decisions and all facets of aircraft sales, purchases and operations. —<em>J.W.</em></p>
</div></div></div>Tue, 08 Jul 2014 16:20:31 +0000James Wynbrandt4896 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/if-it-aint-brokered-fix-it#commentsWeighing your optionshttp://bjtonline.com/business-jet-news/weighing-your-options
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/_dsc6745.jpg?itok=23XOqgUD" width="100" height="67" alt="A flight attendant welcomes VistaJet client Frank McCourt, chairman and CEO of McCourt Global, aboard a Bombardier Global 6000 (Photo: Mark Wagner)" title="A flight attendant welcomes VistaJet client Frank McCourt, chairman and CEO of McCourt Global, aboard a Bombardier Global 6000 (Photo: Mark Wagner)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><strong>What's the best way to access business aviation if you don't want to buy your own airplane? We'll help you decide.</strong></p>
<p>Given the amount of money involved, picking the right way to employ business aviation is one of the most critical financial decisions you can face. Unless you’re buying a whole aircraft, the first choice you have to make is what access model would best suit your needs, be it a fractional share, a jet card or traditional charter. Then you need to decide which company or companies to use.</p>
<p>The process can be complex, time consuming and even overwhelming. You have to familiarize yourself with various providers and with the program features that will affect the cost and convenience of your experience—the replenishment policies of jet-card purveyors, the off-peak-pricing plans at fractional-ownership companies and the one-way payment options of charter operators, for example. <br />
<br />
A good first step is to consider how many flight hours you use per year. Charter is the de facto solution for anyone flying less than 25 hours annually; 25 to 50 hours is considered jet-card territory; and fractional ownership begins to make sense at more than 50 hours. These rules of thumb reflect the fact that jet cards are typically sold in minimum denominations of 25 hours of flight time, or face values of about $100,000, while the minimum share for fractional ownership is usually 50 hours (a 1/16th share). <br />
<br />
But access solutions don’t always move in lockstep with flight-time totals. A jet card may make more sense than a fractional share for some people flying 200 hours per year, for example, and many business jet travelers use two or all three of these access methods, selecting the most appropriate solutions on a mission-by-mission basis. <br />
<br />
Another reality to consider: the boundaries between the three business models are blurring. Jet-card and fractional-ownership programs now broker air charter as an ancillary service for their customers, while some charter operators offer jet cards with guaranteed access instead of the simple discounted block-charter rates of yore. <br />
<br />
You can find clues to your best long-term solution by defining your needs as closely as possible.You’ll also want to have a firsthand understanding of how business aviation works and be familiar with various aircraft that meet your mission requirements. For that reason, ad hoc charter is a good way to gain initial exposure to business aviation, even if you could afford to buy a jet outright. <br />
<br />
If you do use charter to get acquainted with bizav, keep careful records of your flights. Note the travel dates and times of day, who traveled with you, the reasons for each trip, how far in advance you booked flights, how flexible you were about changing flight schedules, the amount of baggage and what you liked and didn’t like about each trip experience. Record information about the aircraft, too: the type, age, quality and cabin configuration. Don’t neglect commenting on the service provider, as well. These records will reveal preferences and patterns that can point toward access models and program features that mesh well with your usage. <br />
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Carefully vet any service providers you consider working with. A provider’s financial stability is critical. When cash is short, maintenance budgets may get trimmed, and safety and service can deteriorate. <br />
<br />
Last summer’s Avantair bankruptcy illustrates the importance and also the limitations of due diligence. Financial filings indicated diminishing cash on hand and customers experienced service interruptions even as the company assured fractional owners, cardholders and the industry of its viability. Ostensibly the underlying assets—the aircraft themselves—protected shareowners’ investments, but by the time Avantair’s problems became public, many of its Avantis were no longer flyable and were of questionable value, in addition to being encumbered by mechanics’ liens. <br />
<br />
Another concern is that jet card deposits generally aren’t protected. Money spent on the cards is typically placed in the provider’s general operating funds, rather than any form of escrow account, with little chance of recovery by the buyers should the company go under. <br />
<br />
To vet for safety, check the FAA’s database for accidents or actions involving the operator, and ask the Better Business Bureau and other consumer agencies about complaints against any operator or broker you’re evaluating.<br />
<br />
While you can take comfort in knowing that all Part 135 charter operators and fractional and card providers in the U.S. must meet FAA standards (similar requirements apply in many other countries), providers often maintain higher standards established by ­ARGUS, Wyvern and the Air Charter Safety Foundation. Make sure that at least one of these entities audits any operator you employ. If you’re working with a charter broker, confirm that it mandates these standards for the operators that provide its lift.<br />
<br />
Card and fractional programs typically have peak and off-peak dates that may restrict your access. Cancellation policies, service areas, trip or daily-usage minimums and call-out times are among other factors you should be familiar with.<br />
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Let’s take a closer look at the three main ways to use business aviation without buying an airplane: <br />
<br /><strong>Charter.</strong> On-demand air charter is the aerial equivalent of a luxury town-car service. When you need to go somewhere, you call your charter provider, which will supply an airplane that meets whatever requirements you specify for size, age, cabin equipment and so on. <br />
<br />
Charter has traditionally been sold at round-trip rates, meaning you’ve paid for both legs even if you’ve traveled only one way. Today, however, one-way rates are common on well-traveled routes. Unlike jet cards and fractional ownership, charter doesn’t typically guarantee availability. Even on short notice, though, you can usually choose from a large selection of aircraft, except during peak periods.<br />
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You can book flights via operators (the entity responsible for managing and operating an aircraft) or brokers (agents who arrange travel aboard aircraft that operators manage). The brokers offer the benefit of being able to source airplanes from multiple operators. Operators have traditionally arranged charter only on aircraft in their own fleets, but today many act as brokers as well, to offer lift to charter customers when their own airplanes are unavailable.<br />
<br /><strong>Jet cards</strong>. Jet cards traditionally provided access to a single model or category of aircraft in hours of flight time (e.g., a 25-hour card) or cash denominations (a $100,000 card). Fractional companies initially popularized the cards to encourage potential customers to sample the ownership experience. As noted earlier, charter companies now also market cards; and some programs provide access to multiple categories of aircraft. <br />
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The jet-card pricing model favors fliers who make one-way trips, as no round-trip or repositioning charges apply. However, some programs offer round-trip discounts and off-peak pricing. Make sure you understand the rules that differentiate providers, for they can guide you to the program that works best for your travel—or cause nasty “gotchas” after you sign up. <br />
<br /><strong>Fractional ownership</strong>. Some observers predicted an end to this access model in the wake of the business aviation decline that began in 2008, but the programs have seen a resurgence, even as major providers such as CitationAir and the bankrupt Avantair have exited the field. <br />
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Fractional shares offer many of the advantages of full ownership—including tax benefits—but at a lower price point. Share sizes typically range from 1/16th, guaranteeing you 50 flight hours per year, to one-half, which buys 400 hours of annual flight time. You pay a purchase price proportionate to your ownership stake, and then pay a monthly management fee that covers all fixed costs, plus an hourly fee for actual use of the aircraft. At the end of a specified period, typically three to five years, the fractional company buys back the share at its market value. You can usually exercise exit clauses after 24, 30 or 36 months, with brokerage, transfer fees and early-exit penalties varying. Some programs will allow you to renew your agreement and retain ownership for an additional five years, an option that can greatly lower your costs over the period. <br />
<br /><em><a href="mailto:jwynbrandt@aol.com">James Wynbrandt</a> is a private pilot and a regular contributor to <strong>BJT</strong>.</em></p>
<hr /><p><strong>Flight Clubs: A New Option</strong></p>
<p>So-called flight clubs, an evolving and loosely defined amalgam of access models sharing a requirement for membership (and associated fee), are gaining traction in the ­marketplace. Two primary examples are <em>Wheels Up</em> and <em>Surf Air</em>. <br />
<br />
New York City-based Wheels Up, created by Marquis Jet Card founder Kenny Dichter, promises members access to a range of business aircraft, from turboprops to long-range, large-cabin jets, at fixed hourly rates. The company inaugurated operations in November 2013 and currently provides service east of a line that runs approximately from Dallas to Chicago, including the Bahamas and the Caribbean, and in some Western states. Membership costs $15,750 and annual dues are $7,250. The hourly rate for the King Air 350i is $3,950 and, for the Bombardier Global, it’s $15,950. Going forward, the club will offer card and lease products and on-demand charter, Dichter says, but not fractional ownership.<br />
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California-based Surf Air charges members a monthly fee that allows them unlimited access to scheduled flights on the company’s three seven-passenger PC-12 single-engine turboprops, operating between the San Francisco Bay Area and Southern California. Membership—currently being limited—costs $500 and monthly rates start at $1,599. [<em>Look for a full report on Surf Air in an upcoming issue.—Ed.</em>]<br />
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A similar all-you-can-fly operator, Arrow Flight Club, was slated to commence service between Seattle and San Francisco in 2013 using Piaggio Avanti twin turboprops. Arrow is rethinking its plans but intends to be operational this year, the company says.—<em>J.W</em>.</p>
<p> </p>
</div></div></div>Mon, 07 Jul 2014 17:37:29 +0000James Wynbrandt4876 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/weighing-your-options#commentsWhy You Might Not Need BJT's 2014 Buyers' Guide (and Why You Probably Do)http://bjtonline.com/business-jet-news/why-you-might-not-need-bjts-2014-buyers-guide-and-why-you-probably-do
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/coverbg13_v2.jpg?itok=gyrj3VN0" width="83" height="100" alt="" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>When we interviewed entrepreneur <a href="http://www.bjtonline.com/business-jet-news/mark-cuban" target="_blank">Mark Cuban</a> back in 2010, he explained how he purchased a Gulfstream GV online. First, he looked at info about the jet on the manufacturer’s website and sent an e-mail to set up a demo flight for his pilot, who reported back that he loved the airplane. Then, recalled Cuban, “I sent another e-mail saying I wanted to buy it. I got the banking instructions, wired the money, and that was it.”</p>
<p><span style="line-height: 1.538em;">How could he buy a $40 million airplane sight unseen? Well, consider that according to the latest listing of the </span><em style="line-height: 1.538em;">Forbes</em><span style="line-height: 1.538em;"> 400, Cuban’s net worth hovers around $2.5 billion. So what’s the worst that could have happened? Say he hated the airplane or the bottom fell out of the market and he wound up selling his GV at a loss of $5 million. He’d be out 0.2 percent of his net worth. That’s like someone with $1 million losing $2,000—almost pocket change.</span></p>
<p><span style="line-height: 1.538em;">If your resources are on a par with Cuban’s, congratulations: you’re one of the rare individuals who can afford to purchase a jet almost as casually as some people would buy a suit of clothes. Go ahead and order your airplane online—and pass the just-published seventh</span><span style="line-height: 1.538em;">&nbsp;annual edition of </span><strong style="line-height: 1.538em;">BJT</strong><span style="line-height: 1.538em;">’s </span><strong style="line-height: 1.538em;">Buyers’ Guide</strong><span style="line-height: 1.538em;"> on to a friend who needs it more than you do.</span></p>
<p><span style="line-height: 1.538em;">Chances are, of course, that you’re not in Cuban’s position. For you or even for your company, a business jet—or fractional share, jet card or charter flight—probably represents a big expense, and you can’t afford mistakes. If that’s the case, you need all the help you can get—starting with our award-winning </span><strong style="line-height: 1.538em;">Buyers’ Guide</strong><span style="line-height: 1.538em;">.</span></p>
<p><span style="line-height: 1.538em;">In the 2014 edition, you’ll find data about all the aircraft models you might be considering for purchase or use as well as information on airplanes that are likely to become available in the next few years. You’ll also discover advice about financing and aviation insurance and about charter, jet cards and fractional shares. In addition, we’ve included a look at the world’s top-rated FBOs, and directories of completion and refurbishment centers, cabin-electronics manufacturers and business-aviation caterers. This is your one-stop shop for information about buying bizjets and related products and services.</span></p>
<p><span style="line-height: 1.538em;">So consider: Are you, like Mark Cuban, in a position to shrug off a mistake that could run into six or seven figures? If not, I’d suggest you spend some time with your copy of our 2014 </span><em style="line-height: 1.538em;">Buyers’ Guide</em><span style="line-height: 1.538em;"> and benefit from its wealth of information and expert advice. The magazine costs you nothing and its contents could save you plenty.&nbsp;</span></p>
</div></div></div>Tue, 24 Jun 2014 13:05:59 +0000Jeff Burger4871 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/why-you-might-not-need-bjts-2014-buyers-guide-and-why-you-probably-do#commentsHow many engines do you need?http://bjtonline.com/business-jet-news/how-many-engines-do-you-need
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/_.jpg?itok=iG3XUAWH" width="100" height="78" alt="In the 1960s, McDonnell Douglas designed an unusual small jet, the four-engine Model 119. Though it received a provisional type certification, it never went into production." title="In the 1960s, McDonnell Douglas designed an unusual small jet, the four-engine Model 119. Though it received a provisional type certification, it never went into production." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p1"><strong>Our columnist ponders the relative merits of one, two, three and four.</strong></p>
<p class="p1">Some people tried to convince Charles Lindbergh that he shouldn’t attempt his 1927 New York-to-Paris flight in an airplane with only one engine. His response was that two engines would double his odds of having an engine failure. In the graveyard humor of pilots, the saying goes, “The second engine will take you directly to the scene of the accident.” So Lucky Lindy chose a single Wright J5 Whirlwind to power the Spirit of St. Louis, and the rest is history.</p>
<p class="p3">But he wasn’t carrying passengers.</p>
<p class="p3">These days, the reliability and efficiency of 21st century turbofan engines is nothing short of astounding. Simplicity of design, strict quality control and impeccable maintenance make them practically immune to mechanical failure. We fly so much that eventually the law of averages will catch up and a flock of geese will precipitate “the unlikely event of a water landing” in full view of New York City. People remember that for a long time. What goes unnoticed are the millions of hours of uninterrupted, routine engine operation before, and since, the Miracle on the Hudson.</p>
<p class="p3">The reliability of modern turbine engines is why most airliners today have two of them, rather than three or four as was once the case. Though it’s less expensive for the airlines to feed and care for only two, the world’s aviation authorities wrung their collective hands for a long time before adopting so-called Extended-Range Twin Operations, better known as ETOPS. The rules set strict criteria for reliability that enabled twin-engine jets to operate over water in places that were 60, 90, 120 or more minutes from a suitable airport. The dark-humor “backronym” for ETOPS is “Engines Turn Or Passengers Swim.”</p>
<p class="p3">Non-airline twin-engine aircraft, though not required to adhere to ETOPS standards, are equally safe and reliable. The logical truth is, if you’ve got time to worry about the engine failing on a 21st century jet, you’ve got too much time on your hands. But fear often has little to do with logic.</p>
<p class="p3">In the early days, some believed that business jet operators wanted as many engines as the airlines. Still, four engines are rare on business jets (other than on converted airliners). Lockheed’s JetStar from the early 1960s is one example. It had its engines mounted on either side of the tail, just like most of today’s business jets, but each pylon supported not one but two fuel-thirsty turbojets. The model was subsequently retrofitted with four more modern (and efficient) turbofans, and many are still flying.</p>
<p class="p3">In the 1960s, McDonnell Douglas designed an unusual small jet, the Model 119. Looking like a miniature DC-8, it had four engines mounted on underwing pylons, just like its airliner big brother. Though it received a provisional type certification, it never went into production.</p>
<p class="p3">There are reasons for having more than two engines that have nothing to do with reliability. The Falcon 50 was the first of Dassault’s three-engine types; then came the Model 900 series and now the 7X. Properly executed, the trijet configuration is more fuel efficient, making Falcons among the most ecologically green jets in operation. Also, government certification testing for takeoff emergencies measures the aircraft’s performance with one engine not operating. In the case of a three-engine Falcon, that means two-thirds of the power is available, compared with only half for a twin. Unless perhaps an external factor like a bird strike is involved, logic dictates that the odds of losing two engines at once are beyond consideration.</p>
<p class="p3">Are engines so reliable that single-engine jets are a viable product? The safety record of single-engine turboprops certainly supports that theory. Risk of an accident due to engine failure among singles from Cessna, Daher-Socata, Pilatus and Piper is no greater than that for multi-engine turboprops. In fact, some argue that singles are safer, since when an engine loses power they are not subject to unbalanced thrust, which can send a twin out of control.</p>
<p class="p3">Though the expected tsunami of very light jets (VLJs) never got past a dribble, Cirrus is one manufacturer pressing forward with a single-engine jet project. So we may soon see whether passengers will be comfortable boarding a jet with only one engine. </p>
<p class="p5"><a href="mailto:mphelps@bjtonline.com">Mark Phelps</a> is a freelance writer and private pilot.</p>
</div></div></div>Fri, 16 May 2014 13:26:18 +0000Mark Phelps4696 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/how-many-engines-do-you-need#commentsCessna, Beechcraft and Youhttp://bjtonline.com/business-jet-news/cessna-beechcraft-and-you
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/cessna_caravan_02.jpg?itok=22bNDfF6" width="100" height="66" alt="The Cessna Caravan is now being marketed under the Textron Aviation umbrella, which includes Cessna and Beechcraft products." title="The Cessna Caravan is now being marketed under the Textron Aviation umbrella, which includes Cessna and Beechcraft products." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p1"><span class="s1">In 1924, Clyde Cessna and Walter Beech started the Travel Air Manufacturing Company in Wichita, Kansas. Within four years it was the largest maker of commercial airplanes in the U.S. Cessna left to start his own company in 1927 and Beech did likewise in 1932, forming what we now know as Beechcraft. Both companies prospered, thanks largely to World War II and the civil aviation boom that followed.&nbsp;</span></p>
<p class="p2"><span class="s2">Over the last few years, however, each of these businesses was struggling. Beech went through a bankruptcy while Cessna was greatly diminished due to anemic sales of its métier: entry- and mid-level Citation jets.&nbsp;</span></p>
<p class="p2"><span class="s1">Through some strange act of aviation karma, the two corporations were united earlier this year. Textron, the conglomerate that owns Cessna and other companies that make everything from golf carts to helicopters, bought what remained of Beechcraft for $1.4 billion. Cessna, Beechcraft and Hawker will remain separate brands within a newly formed Textron division called Textron Aviation.&nbsp;</span></p>
<p class="p2"><span class="s3">The move makes sense. Though Beechcraft ended production of Hawker jets, it still has many customers who need parts and service. Last year, provision of such support generated revenues estimated at $403 million. Textron thinks it can eventually wring another $85 million annually from synergies between Beechcraft and Cessna and is hoping to flip Beechcraft customers into Cessna products. And let’s not forget that Beechcraft continues to sell its turboprops into civil and military markets worldwide, activities that brought in nearly $900 million last year. So the $1.4 billion buyout price equates roughly to one year’s sales, making the transaction look like a pretty good deal for Textron.</span></p>
<p class="p2"><span class="s1">But if you own a Cessna or a Beechcraft, is it a good deal for you? Let’s start with Beechcraft owners.&nbsp;</span></p>
<p class="p2"><span class="s1">To paraphrase President Gerald Ford on Watergate, your long national nightmare is over. Beechcraft support was never best in class for any of its products, and prices for some replacement components were simply usurious. A string of company owners who encouraged senior executives to beat up on suppliers exacerbated the problem, so when Beechcraft hit the financial skids, these suppliers either went away or learned how to wave with one finger. An already-strained supply chain imploded and customers suffered delays, expense and frustration.&nbsp;</span></p>
<p class="p2"><span class="s1">Conversely, Cessna has always delivered solid product support and Beechcraft owners can only benefit from the application of this culture. Beyond that, Cessna and Beech aircraft share many components: Williams engines power both Cessna CJs and Beech Premiers; Beech King Airs and Cessna Caravan turboprops each have Pratt &amp; Whitney Canada PT6 engines; and you can find Pratt engines on several models of Hawkers and larger Citations. Avionics, too, are often common across both product lines. So while the service network of the combined companies will undoubtedly shrink and some service centers may be combined, the tooling and technicians are already in place to work on either brand. This should give customers more convenient and comprehensive service choices. And perhaps&nbsp; the increased economies of scale of the blended companies will produce some savings for customers.&nbsp;</span></p>
<p class="p2"><span class="s2">While Beech has historically struggled with new-product development, certification and delivery, few companies launch models better than Cessna. So Beech customers in the market for a new aircraft should be able to get it faster and with fewer complications.&nbsp;</span></p>
<p class="p2"><span class="s2">Bottom line: the combined company should be stronger than either standing alone. So, cake and champagne all around. Still, I wonder what Clyde and Walter would think about all this.<span class="Apple-tab-span">&nbsp;</span></span></p>
</div></div></div>Wed, 14 May 2014 14:29:21 +0000Mark Huber4656 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/cessna-beechcraft-and-you#commentsThe Golf Club at Fiddler’s Creekhttp://bjtonline.com/business-jet-news/the-golf-club-at-fiddlers-creek
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/male-putting-bridge_6x8.jpg?itok=vjLi0dDr" width="71" height="100" alt="The Golf Club at Fiddler&#039;s Creek is set between Collier Seminole State Park and McIIvane Bay. " title="The Golf Club at Fiddler&#039;s Creek is set between Collier Seminole State Park and McIIvane Bay." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p1"><strong><em>This highly rated course on Florida’s Gulf Coast takes players on a colorful journey.</em></strong></p>
<p class="p1">There aren’t many small towns that exude the culture and elegance of an urbane city. Perhaps that’s why people flock to downtown Naples, on the Gulf Coast of southwest Florida. Fifth Avenue there is rightly famous for its bistros, high-end clothing and jewelry shops and casually upscale lifestyle. Yet the area’s appeal is also because of what lies immediately beyond and around it: a golf-rich region, with low-lying courses set against a backdrop of untouched native habitats and wetland preserves.</p>
<p class="p2">Chief among these courses, just 12 miles southeast of central Naples, is the one at the six-square-mile Fiddler’s Creek golf community. The community occupies low-lying estuarine ground between Collier-Seminole State Park and McIlvane Bay, right where the mainland gives way to Marco Island. Sparsely developed by plan, the parcel offers a pool, a luxurious spa and opportunities for tennis, hiking, horseback riding and fishing in addition to an elegant, link-style continuous loop routing by Arthur Hills.</p>
<p class="p3">The par-72 layout—stretchable to 7,157 yards and offering plenty of shot-making fun from more forward tees up to 5,185 yards—takes golfers on a lovely journey that starts and ends at the Mediterranean clubhouse and sports core buildings.</p>
<p class="p3">The highlight of the course comes at holes nine through 12, along pristine marsh hammocks. Along the way, golfers are treated to a colorful display of indigenous flowering plants, mainly ruella and plumbago. When the wind comes up, as it often does, the result is a refreshing tapestry of moving textures.</p>
<p class="p3">The club, perennially ranked by Golfweek among the top 100 golf communities in the U.S., is run as a private membership facility. However, it maintains a close affiliation with the Marco Beach Ocean Resort and is accessible to the resort’s guests.</p>
<p class="p3"><strong>Course: </strong>The Golf Club at Fiddler's Creek, Naples, Florida. For information, call (239) 732-3030 or visit <a href="http://fiddlerscreek.com">fiddlerscreek.com</a></p>
<p class="p3"><strong>Airports: </strong>Marco Island Executive Airport (MKY) is four miles southeast of the course and has a 5,000-foot runway. Naples Municipal Airport (APF) is 11 miles northwest and has a 5,800-foot runway. </p>
<p class="p4">
</p><p class="p5"><a href="mailto:bklein@bjtonline.com">Brad Klein </a>is the architecture editor of Golfweek. His latest book is Wide Open Fairways.</p>
</div></div></div>Fri, 16 May 2014 14:51:51 +0000Bradley S. Klein4726 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/the-golf-club-at-fiddlers-creek#commentsDamaged Goodshttp://bjtonline.com/business-jet-news/damaged-goods
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/facejet-fin_rev.jpg?itok=XtbuE-Q3" width="100" height="61" alt="If two identical airplanes are priced the same and one of them has a damage history and the other doesn&#039;t, which one would you buy? (Illustration: John Lewis)" title="If two identical airplanes are priced the same and one of them has a damage history and the other doesn&#039;t, which one would you buy? (Illustration: John Lewis)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>If your aircraft requires repair after an accident, your insurance should cover the bill. What it won’t cover is the diminution of value that results from a history of damage.</p>
<p><span style="line-height: 1.538em;">What’s the worst thing that can happen to your business jet? You might think the answer is an accident resulting in total loss, but it’s not. If a hangar roof collapses and destroys your aircraft, your insurance should enable you to replace it. On the other hand, if the airplane is only damaged in the incident, the insurer may opt to repair it, leaving you with a jet that operates just fine but has (gasp) damage history.</span></p>
<p><span style="line-height: 1.538em;">Everybody in business aviation has a favorite damage-history story. There’s the Hawker 800 that was carrying the president of Rwanda when a missile hit it, blowing one of the engines off the pylon. There’s the GV that was parked on a ramp on a hot day and sank a foot into the tarmac. My favorite is the Falcon 900 that, while landing near a golf course, was hit by a golf ball that lodged in the fuselage.&nbsp;</span></p>
<p><span style="line-height: 1.538em;">All three of those airplanes—even the Hawker—returned to service, but to varying extents, the incidents affected their value, and it’s not hard to see why. If two identical airplanes are priced the same and one of them had the vertical stabilizer shaved off and repaired while the other has no damage history, which would you buy?</span></p>
<p><span style="line-height: 1.538em;">Aircraft owners sometimes assume that their insurance protects against diminution in value as a result of damage, but the truth is that hull insurance seldom covers this. You can buy diminution-of-value coverage, but according to Stuart Hope of Hope Aviation Insurance, aircraft owners rarely purchase it due to its high cost relative to the limited perceived risk. As noted earlier, hull insurance should cover the repair of damage, and that cost is readily identifiable by getting quotes from repair stations. Loss in value, on the other hand, is difficult to pin down and can be hidden or even extinguished by external circumstances. If an aircraft was damaged in late 2008, when business jet values plummeted across the board, it would be hard to say how much of the loss in value resulted from the damage incident rather than market forces.</span></p>
<p><span style="line-height: 1.538em;">“The first question is whether the aircraft was ‘passive’ or ‘operating’ at the time of the incident,” says veteran business jet appraiser Bob Zuskin, when asked how he determines diminution of value caused by damage. All other things being equal, an incident that occurs in flight or on landing, for example, is more serious than something that occurs while the aircraft is parked in a hangar. Zuskin, the founder of Virginia-based Jet Perspectives, notes that market conditions make a big difference in valuing damage history. In today’s environment, “every incident has some ramification,” he says.</span></p>
<p><span style="line-height: 1.538em;">Even if your insurance doesn’t cover diminution in value, it doesn’t mean you can’t recover from somebody. If the aircraft is damaged in the hangar, you may be able to hold multiple parties responsible in court, but if the damage results from natural causes, like a bird or lightning strike, you’re basically out of luck unless you have the insurance.</span></p>
<p><span style="line-height: 1.538em;">Because $25 million of hull coverage doesn’t cost that much more that $20 million, many jet owners are tempted to insure their aircraft for a good deal more than they’re worth. You should resist this temptation. It is better to over-insure a bit rather than purchase too little hull coverage, but if you get greedy, your insurer will have a strong incentive to repair a seriously damaged aircraft rather than write you a check for 100 percent of the hull coverage. Given the impact on value, checking for damage history is one of the most important parts of the due diligence you should perform when buying an aircraft. But even if it has no history of damage, the airplane can be damaged between the time you agree to buy it and when you close the deal. A purchase contract normally gives the buyer the right to terminate the transaction if the aircraft suffers damage or if previously undisclosed damage is uncovered. The problem is, how do you define “damage”? Does the buyer really get to walk away from the deal if someone accidentally scratches the wood veneer during the prebuy inspection? To answer this question, aviation lawyers frequently turn to the definition of “major repairs” in Appendix A to Part 43 of the Federal Aviation Regulations, the criterion for issuing the dreaded FAA Form 337, which details major repairs and alterations.</span></p>
<p><span style="line-height: 1.538em;">Damage history is particularly tragic when it occurs prior to delivery of a beautiful, brand-new business jet. Every manufacturer can share horror stories on that subject, like the one about the aircraft that was pelted by a hailstorm while flying to the closing location. Here again, the contract should allow the buyer to terminate, perhaps with the right to acquire the next available aircraft from the manufacturer on comparable terms. But many new-jet contracts also give the buyer the opportunity to acquire the damaged aircraft (after it has been repaired, of course) and be reimbursed for the diminution in value caused by the damage. Buyers should be careful, though, if the repairs require burdensome recurring inspections or if warranty protection may be inadequate to cover potential future issues.</span></p>
<p class="p2">Damage incidents are more common than you might think. On average, business jets get hit by lightning every seven to eight years, and “hangar rash” occurs all the time. Even when damage is significant, how it is repaired and by whom has a big impact on how it is perceived.&nbsp;</p>
<p class="p2">One thing everyone agrees on: diminution in value as a result of damage diminishes over time. What seems like a major problem today will be less of an issue after the aircraft flies around for a few years.&nbsp;</p>
<p class="p2">&nbsp;</p>
<hr>
<p class="p2"><strong>Important Criteria in Evaluating Aircraft Damage:</strong></p>
<p class="p2">Did the damage occur in flight?</p>
<p class="p2">Did it occur while the aircraft was in motion (e.g. taxiing)</p>
<p class="p2">Who repaired the damage?</p>
<p class="p2">How was it repaired? Was a part simply replaced with a new part?</p>
<p class="p2">Was an FAA Form 337 issued?</p>
<p class="p2">What does the logbook entry say?</p>
<p class="p2">Are any non-standard recurring inspections required as a result?</p>
<p class="p2">How long ago did the damage occur?</p>
<p><em><a href="mailto:jwieand@bjtonline.com">Jeff Wieand</a> is a senior vice president at Boston JetSearch and a member of the National Business Aviation Association’s Tax Committee.</em></p>
</div></div></div>Fri, 16 May 2014 14:55:30 +0000Jeff Wieand4731 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/damaged-goods#commentsAirbus’s ACJ340http://bjtonline.com/business-jet-news/airbuss-acj340
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/1_0.jpg?itok=WpaQNQll" width="100" height="72" alt="A340s will never return to robust resale prices, but for those who want a truly insane discount, time may be running out. " title="A340s will never return to robust resale prices, but for those who want a truly insane discount, time may be running out. " /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><strong>Step right up and take advantage of the four-engine fire sale.</strong></p>
<p><em>Welcome, buyers, to our bargain-filled used-airplane lot and aviation emporium. Have you ever wanted your own late-model, four-engine jumbo jet so you could fly practically anywhere in the world unrefueled? We’re talking 9,900 nautical miles nonstop on one bag of gas. That’s 1,200 nautical miles farther than Singapore to New York—trips so long you’ll need three flight crews.&nbsp;</em></p>
<p><em>Have you ever wanted an airplane so massive that you could bring along your spouse, all your friends and relations, dozens of children, their nannies, tutors, your butler, cooks, valets, stewards, footmen, personal aides, security staff, translators, deputy ministers, a dozen pesky reporters and all their truckloads of stuff? With room inside for an elevator, three kitchens with ovens big enough to roast a whole goat, a fully equipped operating room and a secure communications suite in the cargo hold?</em></p>
<p><em>Of course you have. But perhaps you’ve been held back by the price—up to $400 million for a new airplane with luxury interior. If so, we’ve got good news for you here on the lot, where we’re going to sell you a barely used, late-model Airbus A340 jumbo quad jet that can do everything you want not for $250 million, not even for $100 million—no, not even for $50 million. We’re going to let you have this airplane for a mere $20 million.&nbsp;</em></p>
<p><em>How can we do it? Read on.</em></p>
<p>When Airbus launched the A340 in 1991, the wholesale price of a gallon of jet-A fuel was 55 cents. In February 2014 it was $2.97. However, it spiked at $3.89 in July 2008, and that’s when the world’s airlines began parking their A340s and shortening their routes to enable them to use more fuel-efficient twinjets such as the Airbus A330 and Boeing 777. Today, more than 50 A340s are in storage.&nbsp;</p>
<p>Airbus shut down the A340 production line in 2011 after 377 were made. The bulk of these (218) are Dash 300 series—fitted in airline configuration with seating for up to 295 passengers and a range of 6,700 nautical miles.</p>
<p>Values of used A340s are still plunging, even though they’re well equipped, relatively new and burn only marginally more fuel than comparable twinjets. But for airlines, pennies count, sometimes disproportionately, occasionally illogically.&nbsp;</p>
<p>This is how crazy it has become: the A330 twinjet and A340 share a fuselage, have nearly identical wings and carry about the same number of passengers. Indeed, the aircraft were developed in tandem and use many of the same parts. Nevertheless, an A330 of identical vintage sells for up to four times as much as an A340, simply because it burns slightly less fuel. (However, new-generation widebody twinjets such as Airbus’s 350XWB and the Boeing 787 are up to 30 percent more fuel efficient than an A340.) Airline actuaries are focused on only one formula: four engines = bad.&nbsp; &nbsp;</p>
<p>I disagree. Most of the world remains covered with water and a twinjet traversing it is governed by the doctrine of ETOPS, or extended-range twin operations, something of a complex formula with a simple implication: if one of the two engines quits or a major aircraft system fails, you likely will be required to divert to an airport that is not your destination. And there’s a long list of countries near large bodies of water where you wouldn’t want to do this if you are a wealthy or high-profile individual. With four engines, you could continue to your destination at the pilot’s discretion.&nbsp;</p>
<p>“You can do more with four,” quips David Velupillai, the marketing director for Airbus Corporate Jets.</p>
<p>Because of the huge price chasm between a twin widebody and the A340, the extra—fuel—burn argument is a non-starter. Assuming you pay full retail for fuel, an A340 carries direct operating costs of around $14,000 an hour on the Dash 200s and $21,000 an hour on the long-range Series 500. One in private hands would be unlikely to be used even 400 hours per year. And Airbus and engine-maker Rolls-Royce are working diligently to bring costs down. Rolls recently announced an improved support program and engine modifications designed to cut maintenance expenses and reduce fuel burns to levels that rival those of a twinjet widebody.&nbsp;</p>
<p>Airbus, on the hook for potentially $2 billion in resale price guarantees on the A340, is moving to end the fire sale by attempting to get the airplane approved to carry up to 475 passengers, about 35 more than its current capacity in airline configuration. Doing that requires removal of the mid-cabin galley and lavatory and it remains to be seen how many airlines will find that option attractive—their passengers certainly will not.&nbsp;</p>
<p>A340s will never return to robust resale prices, but for those who want a truly insane discount, time may be running out.&nbsp;</p>
<p>A340s come in four main variants—the Dash 200, 300, 500 and 600 models—starting with footprints that are nearly 200 feet long and a wingspan of almost 200 feet and proceeding to 247 feet long and a wingspan of 208 feet, with maximum takeoff weights of 606,000 to 840,000 pounds.&nbsp;</p>
<p>Outfitted in mixed-class configuration, the A340-200 came fitted to carry 240 to 261 passengers with a range of 8,100 nautical miles; both it and the slightly larger A340-300 are powered by CFM56 engines, with maximum thrust levels of 25,000 to 34,000 each. Both models of aircraft have been fitted for VVIP usage, with the latter being operated by the German government. The larger A340-500 and 600 variants are powered by the Rolls-Royce Trent series 500 engines, with 54,000 pounds of thrust each. The 500 was the world’s longest-range commercial aircraft at its introduction in 2002, able to carry 313 passengers 8,650 nautical miles; in VVIP configuration that range can be increased to 9,900 nautical miles. At just over 247 feet, the 600 remains one of the world’s longest airliners, and it can carry 379 passengers 7,500 nautical miles.&nbsp;</p>
<p>Both the 500 and 600 are so massive that they have cameras to help pilots navigate during ground taxi. Airbus made 28 Dash 200s, 218 Dash 300s, 34 Dash 500s and 97 Dash 600s. Due to their range, the 500s appear to be the most desirable aircraft for conversion to VVIP configuration, a process that can take up to two years and—depending on the opulence of material selection and features—cost more than $100 million.&nbsp;</p>
<p>However, Airbus has developed a refurbishment option called Gala that considerably reduces the cost and time of this conversion by limiting its scope to the section of the aircraft between fuselage doors two and three—still a big chunk of real estate, but not as big an endeavor as recompleting the entire aircraft. “If you limit the VIP bit to the middle of the aircraft, you can have it more cost effectively and easily” and still have room to carry guests and support staff in airline first, business and economy classes, points out Airbus’s Velupillai. With Gala, the principal still gets a private lav, bedroom, office and conference area.&nbsp;</p>
<p>Airbus doesn’t do the work itself, but will assist customers in finding a qualified completion center and provide engineering and project-management services. So if you need to span the globe in the style of a potentate while saving tens of millions of dollars, the A340 may be just the ticket.&nbsp;</p>
<p><em>But you’d better hurry, folks. At these prices, they won’t last long.&nbsp;</em></p>
<p><img alt="&lt;--break-&gt;" src="/sites/all/modules/wysiwyg/plugins/break/images/spacer.gif" title="&lt;--break--&gt;"></p>
<p><a href="mailto:mhuber@bjtonline.com">Mark Huber</a>&nbsp;is a private pilot with experience in more than 50 aircraft models.</p>
</div></div></div><div class="field field-name-field-pdf field-type-file field-label-hidden"><div class="field-items"><div class="field-item even"><span class="file"><img class="file-icon" alt="" title="application/pdf" src="/modules/file/icons/application-pdf.png" /> <a href="http://bjtonline.com/sites/default/files/pdfs/airbus_acj340_stats.pdf" type="application/pdf; length=132971" title="airbus_acj340_stats.pdf">Airbus ACJ340 Stats</a></span></div></div></div>Fri, 16 May 2014 14:02:54 +0000Mark Huber4716 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/airbuss-acj340#commentsTravel Companionshttp://bjtonline.com/business-jet-news/travel-companions
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/airportguy.jpg?itok=Doj7_Wbf" width="100" height="67" alt="Ostrich Pillow" title="Ostrich Pillow" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em>Are there one or two items you've found indispensable to have on hand while traveling? We posed that question to some globetrotters. Here's what they told us. </em></p>
<p><strong>Saving Your Neck </strong></p>
<p>No matter what the climate is at my destination, I always pack a large <a href="http://www.sheilajohnsoncollection.com/">scarf</a>. This accessory, which can easily fit in any purse or backpack, has at least a dozen uses. I can fold it to create a small pillow behind my back for lumbar support or a neck pillow for sleeping. The long length makes it great as a blanket or a shawl. In Istanbul, I used a scarf as a head covering, to drape over my shoulders and to wrap around my waist to cover my knees when entering mosques. At the pool, a scarf in a lightweight fabric can double as a sarong. Pairing scarves with neutral clothing can stretch a wardrobe for days. Finally, a scarf is a great way to wrap up and cushion a bottle of wine or any other breakable treasure in your luggage.—Kimberly Button </p>
<p><strong>More Power to Ya </strong></p>
<p>Electricity is a blessing—and its absence can be a curse. That’s why—after suffering my share of dead laptop batteries—I’ve come to rely on something called the AlphaSmart when I’m traveling. It’s a word processor that runs for many hours on its rechargeable battery or a set of three off-the-shelf AAs. It helped me to meet a deadline during a flight that lasted much longer than my laptop’s battery would have, and after that, I was sold. The full-size keyboard rivals that of any desktop computer and beats any laptop I’ve encountered. For larger screen size and alternate storage, the AlphaSmart (available from <a href="http://renlearn.co.uk" target="_blank">Renaissance Learning</a>, a British company) can connect to a tablet, laptop or PC via USB or IR. Mine is the now-discontinued Dana model. The current Neo2 is aimed at students rather than writers and loses some of the Dana’s features, such as SD card slots. However, it boasts an amazing 700 hours of use on AA batteries. For writing and note-taking away from power sources, it’s the best thing going.—<em>Don Douglas </em></p>
<p><strong>A Shut-eye Facilitator</strong></p>
<p>When I’m traveling, any noise or movement results in me being unable to fall asleep. As such, I’m always an early adopter for any product that looks as if it might be able to help. The Ostrich Pillow gave me pause because it looked terrible, but I didn’t pause long, because it kept me warm, cut down on ambient sound and really did help me sleep. I’m glad to report that you can derive the same benefits from the newer <a href="http://www.ostrichpillow.com/ostrich-pillow-light/">Ostrich Pillow Light</a>, which is more portable and looks considerably more dignified.—Chris Allsop </p>
<p><strong>A Briefcase for Tech </strong></p>
<p>Where in this suitcase did my extra batteries disappear? And where did I stash my noise-canceling headphones? I no longer ask myself such questions now that I carry Twelve South’s leather <a href="http://www.twelvesouth.com/product/bookbook-travel-journal">BookBook Travel Journal</a>, which contains handy compartments for an iPad, high-end headphones, power adapters, earbuds, extra batteries and more. Like the company’s excellent BookBook cases for MacBooks and iPhones, it is designed to look like a vintage hardcover book. The company claims that this makes the contents less susceptible to theft. That may or may not be true but there’s no question that this mini-briefcase helps keep me organized, and the stylish packaging turns heads and attracts compliments wherever I go.—Jeff Burger</p>
<p><strong>Hard Copy</strong></p>
<p class="p2">I never leave home without paper copies of important travel information. Storing addresses, phone numbers and itinerary details on a phone or laptop can make the data easier to access—but only if technology doesn’t fail due to low batteries, rural locations, software problems or severe weather. When I was delayed in Germany with no Wi-Fi or cellular service, I couldn’t find the phone number of the ship that I needed to call to reschedule transportation. At times when my travel plans couldn’t continue without a vital piece of information—whether it’s an address or a passport, credit card or phone number—I’ve been happy to have a paper record of the details in my carry-on luggage.—Kimberly Button</p>
<p class="p1"><strong>A Different Kind of Laptop</strong></p>
<p class="p2">One item I never travel without is a small leather-bound journal. Cracking open the sturdy cover to record my insights on the day’s adventures, I feel like an adventurer from a bygone era. More importantly, it’s ideal for jotting down random thoughts and ideas that flit into my mind on a long airplane or car ride. There’s no need to worry about battery capacity or signal strength—just crack the journal open, grab a pen and write. The other great thing about it is that it allows me to relive my experiences years later. An old scrawling about unique experiences and interactions can bring back a flood of visceral memories (including smells, sights and sounds) in a way that characters on a computer screen could not.—<em>James Ullrich</em></p>
<p class="p1"><strong>Silence Is Golden</strong></p>
<p class="p2">I never travel anywhere without a set of <a href="http://www.amazon.com/Macks-Silicone-Earplugs-White-pair/dp/B000067NMJ">Mack’s silicone moldable earplugs</a>. (Forget the plastic stopples; they don’t work nearly as well.) Last year at a hotel in Saint-Emilion, France, where my room turned out to be over the kitchen, I would have gotten little sleep without them. Nothing short of anesthesia will block out all annoying sounds, but a conversation you’d rather not hear or the TV playing in the next hotel room become tolerable, and sometimes close to nonexistent, with the aid of this simple device.—Jeff Wieand</p>
<p class="p1"><strong>Brush Away Your Troubles</strong></p>
<p class="p2">Traveling light is great—until a stain ruins the appearance of the only dress slacks in your suitcase. A clothes brush may solve the problem. When traveling for two or three days, it is better to have one clothes brush than an extra suit. My own brush has saved my day often enough that my wife has stopped laughing at me when I pack it. Many stains, once dry, can be removed easily by rubbing the fabric for 20 or 30 seconds. Don’t hesitate to choose a relatively hard brush—it will be more effective and there is no risk of damage. On Amazon, you can find <a href="http://www.amazon.com/Garment-Clothes-Brush-clothes-brush/dp/B000PT1E4W/ref=sr_1_2?ie=UTF8&amp;qid=1400778428&amp;sr=8-2&amp;keywords=brush+for+clothes">clothes brushes</a> that also serve as shoehorns and lint removers.<em>—Thierry Dubois </em></p>
<p class="p3"><strong>Sound Idea</strong></p>
<p class="p2">I don’t like traveling with large headphones because they take up too much room, and I prefer a smaller pair to use while working out. The ideal solution is my <a href="http://www.earplugco.com/prod01.htm">Challenger C earphone</a>s, which completely eliminate outside noise, give me stereo sound and are made from a super-soft silicone material that provides my ear canals with a complete seal. To order them, I went to an audiologist for a mold of each of my ear canals, picked different colors for my left and right ears (so I’ll never confuse them) and sent the package off to the Ear Plug Company. I originally bought them because they fit flush under a helmet when I’m riding a motorcycle or bicycle, but now I also employ them in my airplane seat to watch a movie, and with my iPhone and iPod, while I’m running or out for a walk.—Margie Goldsmith </p>
<p class="p1"><strong>Ancient Inspiration</strong></p>
<p class="p2">I make a habit of never traveling without a small square-cut stone engraved with the quote, “The secret to happiness is freedom, and the secret to freedom is courage.” Found while browsing in a little antique shop in rural Illinois many years ago, it sits on the nightstand beside any bed I sleep in, so it’s the last thing I see at night and the first thing I see in the morning. The quote from ancient Greek historian Thucydides reminds me that rewarding experiences don’t always come easy. The words inspire me to keep pushing against my comfort zone, and that good travel, like life, often requires the motivation to challenge myself.—<em>James Ullrich</em></p>
<p class="p1"><strong>10 Gadgets in One</strong></p>
<p class="p2">One item that always makes my packing list is my Swiss Army knife from Wenger, called the <a href="http://www.wengerna.com/traveler-16932">Traveler</a>. At 3.25 inches, it’s loaded with 10 gadgets that come in handy on the road, among them a corkscrew, tweezers, a toothpick, a nail file, a 2.5-inch blade, a key ring, a can opener and 2.45-inch springless scissors. This is an item that takes up almost no space in a suitcase but can be extremely useful in a pinch.—<em>James Ullrich</em><em> </em></p>
<p class="p1"><strong>A City in Your Pocket</strong></p>
<p class="p2">I find Luxe Guides indispensable. No encyclopedic histories here—just the bare, best essentials to ensure you get the most out of 32 global destinations. Unlike larger tomes such as the Lonely Planet guides, which I find are the tourism equivalent of painting a bull’s-eye on my chest, <a href="http://www.luxecityguides.com">Luxe Guides</a> are available as an app and a concertinaed hard copy petite enough to fit into a breast pocket. You can easily peruse and pick from a city’s best high-end, smart/casual and relaxed places to eat, drink and dance and get insight into the best spa options and ways to spend a day; the city’s best shopping areas are broken down into walking tours, art galleries, interior décor boutiques, places to pick up locally crafted products and standout stores.—Gemma Price</p>
<p class="p1"><strong>Jump for Joy</strong></p>
<p class="p2">Sometimes my travel schedule is so packed I don’t have time to go to the gym; other times I might be stuck in a hotel with no gym and it’s too cold or wet for an outside run. To make sure I don’t miss my workout, I always travel with my jump rope, which takes up virtually no room. Just five or 10 minutes of jumping has me huffing and puffing more than if I were running or spinning or on a treadmill. I don’t like plastic or beaded ropes because the plastic beads constantly whack me in the shins. Leather is smooth and the rope hits the floor and pavement loosely. I can also go faster if I want. I like the <a href="http://www.amazon.com/King-Athletic-Leather-Fitness-Training/dp/B00C7YRH2Q">King Athletic leather skipping rope</a> because it’s light and durable and the wooden handles are comfortable. It even has a five-year guarantee, though there’s not much that can go wrong with a jump rope.—<em>Margie Goldsmith</em></p>
<p class="p1"><strong>Worry-free Watch</strong></p>
<p class="p2">During a four-month, round-the-world honeymoon in 2008, my wife watched as I contrived to lose not one but two stand-in wedding rings. For Christmas the following year, she gave me a retro <a href="http://www.amazon.com/Casio-casual-black-resin-digital/dp/B000J34HN4">Casio F-91W-1XY watch</a>. “Thank you,” I said, without enthusiasm. “I think I had one of these when I was eight.” She explained her reasoning: the lost rings, my talent for leaving items in hotel safes, my frequent traveling. Understanding dawned: what a wise choice of wife I’d made. The Casio has been my traveling companion ever since, generating no interest from thieves worldwide while allowing me to set alarms and check the time without having to expose my smartphone. I’ve yet to lose it but I’ve also yet to worry about doing so.—<em>Chris Allsop </em></p>
<p class="p1"><strong>Two Perfect Carryons</strong></p>
<p class="p2">I love nostalgic images of the bygone era of travel—all those leather-bound, monogrammed suitcases stacked high on transcontinental train platforms, shrouded in engine steam. But even if I had a team of porters to carry my cumbersome vintage cases every step of the way, the inevitable gamut of modern-day security lines would make them impractical. Still, I carry one little piece of functional, personalized luxury with me whenever I travel: my monogrammed <a href="http://www.louisvuitton.com/front/#/eng_US/Collections/Women/Travel/products/Pegase-55-MONOGRAM-M23294">Louis Vuitton Pegase 55 </a>business carry-on. I love the separate pockets for my laptop and phone as I’m always writing/calling/e-mailing up to the last second and can slip my devices out whenever I need them. Two interior zipped pockets and clothing-protection flaps allow me to find things quickly; the garment cover with hanger makes stowing my jacket a breeze. Heirloom-quality craftsmanship means my case will go the distance.—<em>Gemma Price</em></p>
<p class="p2">Others like the trendy hard-sided, four-wheel spinners, but I prefer a soft wide-body case so I can squeeze in more, especially on the way home from a trip. <a href="http://www.briggs-riley.com/">Briggs &amp; Riley’s</a> soft TU222XW Transcend 20-inch model weighs just 8.4 pounds and with its shorter and wider configuration, I can shove it in feet-first into the overhead. Inside are nylon garment-securing panels, but I never use them. What I do use are the top mesh packing panels, which not only keep items separate but let me see what I’ve got. I like the water-resistant wet/dry pocket for final workouts prior to leaving for home, but what I like best are the two outer compartments: one for my computer and one for my liquids, so I can pop them out at security. The bag never bumps into seats in the airplane aisle because it spins sideways and it has tilt-resistant front feet so it doesn’t fall over.—<em>Margie Goldsmith</em><br /><br />
</p>
</div></div></div>Fri, 16 May 2014 13:42:22 +0000BJT Staff4706 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/travel-companions#commentsSearching for steelheadhttp://bjtonline.com/business-jet-news/searching-for-steelhead
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/queets-april-2012-309.jpg?itok=5VUMtrVv" width="100" height="66" alt="Veteran steelhead fisherman Sean Gallagher releases a native steelhead so it can spawn. (Photo: Gregory Smith Design)" title="Veteran steelhead fisherman Sean Gallagher releases a native steelhead so it can spawn. (Photo: Gregory Smith Design)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em><strong>These giant sea-run rainbow trout are the glamour fish of the American West Coast.</strong></em></p>
<p class="p1">During the 1960s, when Sean Gallagher was 16, his mother took him fishing for steelhead on the Skagit River in northern Washington State, on the Canadian border. In the young Gallagher—now a retired teacher living in the shadow of Mount Rainier—the experience ignited a passionate pursuit of the giant sea-run rainbow trout. </p>
<p class="p2">This spring, all these decades later, found him making his way stealthily along secretive elk trails through the emerald rainforest of the Pacific Northwest, to favorite runs of water cascading from glacial peaks. There he hopes to discover just one wild steelhead ready to take his fly. Although the runs of fish in familiar streams have diminished over the years, his enthusiasm has not.</p>
<p class="p2">You can fish these same waters. Unlike Atlantic salmon rivers in, say, Iceland or Scotland, which are privately owned, steelhead rivers on the West Coast of North America are public. All you need are a state or provincial fishing license, a pair of Gore-Tex waders and a waterproof jacket, and you’re ready to go.</p>
<p class="p2">The term steelhead “fly” is used loosely; what does the trick is a relatively small hook adorned with pink or orange feathers and fur, teased deeply through the current about as fast as a human can walk at a comfortable pace, where the outsized fish are imagined to be holding. Once in freshwater, steelhead cease requiring food, so their reaction is likely reflexive: inhale to live.</p>
<p class="p2">When Sean Gallagher first began fishing for steelhead, 50 years ago, he used bait, mostly salmon eggs cured in a brine of salt and Borax. That was the traditional way. It was also the way to catch the most fish—and over the years, Gallagher has caught thousands.</p>
<p class="p2">Now the most is no longer his motivation. The old steelheader casts for memories. These days, he is content to sit back against a huge cedar tree that has been growing for centuries, sink into the deep carpet of green moss and watch the river go by, some days green and sparkling in the spring sunshine, some days gray in the rainswept light.</p>
<hr /><p class="p1"><strong>What is a steelhead?</strong></p>
<p class="p1">Clark Gable was thrilled when the first steelhead he ever hooked on Oregon’s Rogue River jumped 11 times. Bing Crosby and Herbert Hoover were captivated by this mystery fish, which was bent on pulling the bucking rod out of their hands. “All trout are beautiful,” wrote Zane Grey. “But this one of the sea species seemed more than beautiful.”</p>
<p class="p1">What on earth is a steelhead? Simply, it’s a rainbow trout that grows to gargantuan proportions in the ocean. After hatching in the clean, freshwater gravel of a rushing stream, it spends the next two to three years dodging birds and mammals and fishes that want to eat it, all the while putting on inches by devouring insects and protein-packed salmon eggs in season. Then one spring day, weighing ounces and as long as your finger, it flees downstream and out into the Pacific Ocean. It swims just under its surface, circling a massive current called the Alaskan gyre in search of multicolored squid, silvery shoals of herring and tasty mackerel. </p>
<p class="p1">One day the evolutionary switch goes on and it begins heading for home, to one of hundreds of coastal rivers stretching from California to Alaska. It is now a magnificent, hard-bodied marine creature, sheathed in chrome, blushed with pink. </p>
<p class="p2">Adult steelhead returning to spawn typically weigh four to 18 pounds. The record is 42 pounds. Oncorhynchus mykiss—Russian explorers named it more than two centuries ago in Kamchatka—is anadromous, from the Greek meaning “running from the sea.” —T.P.</p>
<hr /><p class="p4"><strong>If you want to catch a steelhead</strong></p>
<p class="p4">Steelhead migrate up West Coast rivers nearly every month of the year, but are broadly defined by when they enter freshwater as summer-run (June through October) and winter-run (December through April). The fresher the fish, the harder they fight.</p>
<p class="p1">To try your luck at Gold River on Vancouver Island in British Columbia, fly into Campbell River Airport and stay at the luxurious new Lodge at Gold River. (The $475/night double, $575/night single European-plan rates include transportation from the airport.) A raft trip with a guide, gear and lunch costs $350 and heli-fishing to wilderness rivers runs $1,850 per day (based on three guests).<br /><br />
Info: thelodgeatgoldriver.ca, (250) 283-2900 or email <a href="mailto:steelhead@thelodgeatgoldriver.ca">steelhead@thelodgeatgoldriver.ca</a>.</p>
<p class="p1">For a Quinault River adventure on the Olympic Peninsula in Washington, stay at Lake Quinault Lodge, a classic built of ancient logs in 1926. Fly into Sea-Tac International Airport (three-hour drive) or Bowerman Airport in Hoquiam, Washington (must arrange for transportation to lodge, 45 minutes away). A room at the lodge with fireplace and lake view runs about $260 (American plan). A day of guided fishing by jet sled on the lower river flowing through Quinault Nation land runs $400. Lodging info: (800) 562-6672. Guided-fishing info: johnstoneguideservice.com, (360) 581-2662. —T.P.</p>
<p class="p1"><a href="mailto:tpero@bjtonline.com">Thomas R. Pero</a> is publisher of Fish &amp; Fly and the author of two books about fly fishing.</p>
</div></div></div>Fri, 16 May 2014 14:20:13 +0000Thomas R. Pero4721 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/searching-for-steelhead#commentsSmart ways to give to charityhttp://bjtonline.com/business-jet-news/smart-ways-to-give-to-charity
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/1.jpg?itok=Bsd2rXjn" width="100" height="77" alt="Donor-advised funds offer a relatively simple and tax-friendly way to make large contributions. (Illustration: John Lewis)" title="Donor-advised funds offer a relatively simple and tax-friendly way to make large contributions. (Illustration: John Lewis)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p1"><strong>Pondering a large donation to your favorite cause? Better also think about how to make it. </strong></p>
<p class="p1">The best way to <a href="http://www.bjtonline.com/search/site/Giving%20Back">give money to charity</a> isn’t always to simply write a check. Depending on your circumstances, better options might include complex trusts and foundations. And keep in mind that your best bet might be to use multiple methods in concert.</p>
<p class="p2">One alternative is a donor-advised fund. Around since the Great Depression, DAFs have grown increasingly popular recently, helped along by the decisions of financial giants like Charles Schwab, Vanguard and Fidelity to sponsor them. </p>
<p class="p2">These funds offer a relatively simple and tax-friendly way to make large contributions. You receive an up-front tax deduction (within IRS limits) on the entire gift, which can be particularly appealing if you expect your tax bracket to fall in the future. Additionally, you can contribute appreciated property and eliminate capital-gains taxes, an increasingly relevant benefit after five years of stock market growth. You relinquish ownership but retain the ability to recommend where the charitable distributions go—and when. Unlike with private foundations, annual minimum distributions generally aren’t required for individual accounts as long as the supporting organization distributes at least 5 percent for all accounts combined.</p>
<p class="p2">Taxes remain an important consideration. Generally, the total deduction for all charitable contributions in a year can’t exceed 50 percent of adjusted gross income. For cash contributions to public charities (including donor-advised funds) and some private foundations, this is the only percentage limit that applies. For other private foundations, the limit is 30 percent; for capital-gains property, it’s 30 and 20 percent, respectively. You can carry excess contributions forward for five years. Tax laws are complex—more so since Congress reinstated limits on itemized deductions last year—and exceptions apply to the above. Consult your tax professional.</p>
<p class="p2">Of course, taxes aren’t everything. A tax break is an added benefit to making a charitable gift that you wanted to make anyway, not a reason in itself. Spreading donations out can preserve liquidity and your own investment opportunity. You’ll want to work through the entire analysis with your financial advisor. </p>
<p class="p2">With interest rates still low, a charitable lead trust offers a potentially appealing, though legally complex, estate-planning tool. Under a CLT, the designated charity receives annual contributions for a period of time, after which the remainder can go to your heirs. Other things being equal, a lower applied interest rate (as set by the IRS) raises the tax value of the charitable income stream. That, in turn, reduces the size of the taxable gift to the heirs. If the trust is established at death, the same principle applies, potentially reducing estate taxes. Income-tax deductions may also be available. </p>
<p class="p2">A charitable remainder trust works in the opposite way and has its own potential virtues, particularly for someone holding a highly appreciated asset—say, a concentrated stock position. The trust can sell and diversify with no capital-gains taxes. </p>
<p class="p2">Do you want to make charitable giving an ongoing part of your life? If so, a private foundation may be worth considering. The entry point may not be as large as you think. “You don’t have to be Bill Gates to make a difference,” says Henry Berman, CEO of Exponent Philanthropy, an association whose 3,000 members have assets ranging from less than $1 million to $50 million. There are certainly simpler and less expensive ways to donate, but foundations offer the opportunity for maximum control and involvement. Another plus, assuming you don’t prefer anonymity, is that they give you a public presence.</p>
<p class="p2">If you decide a foundation is for you, “make sure you surround yourself with devoted, honest people,” says Dr. William Petit, Jr., CEO of the Petit Family Foundation in Connecticut. (Petit is a relative of mine and I contribute time and money to his foundation.) “You will need accounting and other financial advice, some expertise in your mission area and folks who are willing to disagree with you.”</p>
<p class="p2">Charitable giving can provide both emotional and tangible rewards. Proper planning can help maximize the latter. </p>
<p class="p4"><a href="mailto:ppalazzo@bjtonline.com">Paul Palazzo</a>, a Certified Financial Planner, is managing director at New York-based Altfest Personal Wealth Management.</p>
</div></div></div>Fri, 16 May 2014 13:53:13 +0000Paul Palazzo4711 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/smart-ways-to-give-to-charity#commentsCessna Sovereign+http://bjtonline.com/business-jet-news/cessna-sovereign
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/citation_sovereign.jpg?itok=pN5v20uE" width="100" height="80" alt="Cessna Sovereign+" title="Cessna Sovereign+" /></div></div></div><div class="field field-name-field-subhead field-type-text field-label-hidden"><div class="field-items"><div class="field-item even">A major makeover renders a popular midsize jet even more appealing.</div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p1"><strong><em>A major makeover renders a popular midsize jet even more appealing</em>.</strong></p>
<p class="p1"><span class="s1">The emperor has new clothes.&nbsp;</span></p>
<p class="p2"><span class="s1">Cessna’s latest incarnation of its midsize Sovereign fits advanced technology and improved interior design into a fuselage tube cross section introduced by the Citation III back in 1979.&nbsp;</span></p>
<p class="p2"><span class="s1">Certified late last year, the Sovereign+ features subtle winglets Cessna calls “swooplets,” new touch-screen Garmin avionics, a new cabin-management and entertainment system, a better environmental-control system, uprated Pratt &amp; Whitney Canada engines, a redesigned cockpit and an upgraded cabin with seats for eight to nine passengers. While it may look almost identical to a legacy Sovereign, the new model offers a nine-foot-longer wingspan that holds more fuel and boosts takeoff weight from 30,300 to 30,775 pounds.&nbsp;</span></p>
<p class="p2"><span class="s2">The airplane incorporates these improvements while retaining its ability to use runways as short as 3,530 feet, cruise at 460 knots and post slightly faster climb times. Bundled together, the changes on the Sovereign+ also yield an airplane with a range of 3,000 nautical miles, 150 more than its predecessor, making it officially transcontinental in the U.S. It executes the trip with dramatically improved functionality and comfort, while—so far, at least—holding the line on price: $18.1 million. This is the type of incrementalism Cessna does better than anyone else in the business.&nbsp;</span></p>
<p class="p2"><span class="s2">Certified in 2004, the original Sovereign quickly built market appeal, selling 350 copies through the end of last year, more than half for export. The basic design is simple: mechanical linkages to the control surfaces, no exotic fly-by-wire here. Stylistically, from the cruciform tail to the trenched center aisle in the passenger cabin, the Sovereign harkens back to the first transcontinental business jets of the 1960s, such as the Rockwell Sabreliner 65. You can’t really call this airplane super-midsize as it has nowhere near the cabin volume, wide floors or headroom of a true super-midsize such as a Gulfstream G280 or a Bombardier Challenger 350, but then it costs millions less.</span></p>
<p class="p2"><span class="s1">As previously suggested, the Sovereign borrows from several Citations. It has the same 66-inch tube width at the shoulders that the company adopted with the Citation III and later shared with the smaller Citation XLS and the faster, longer Citation X. The trenched drop-floor center aisle provides 68 inches of headroom. The passenger cabin is just over 25 feet long. Eight individual swivel, slide and reclining passenger seats are arranged into two facing “club 4” layouts. A single side-facing seat opposite the aircraft entry door can be added, bringing passenger capacity to nine, if you select the shorter 31-inch-wide “refreshment center.” It holds an ice drawer, storage, trash and two beverage containers. The nine-seat layout is the most popular, as most operators use their Sovereigns in roles akin to corporate shuttles: they skip the frills, load up the seats and go.&nbsp;</span></p>
<p class="p2"><span class="s2">Stowage space remains respectable for an aircraft in this category. A heated, externally accessed 100-cubic-foot baggage hold in the tail section can swallow 1,000 pounds; inside the lavatory is a 27-cubic-foot hanging closet rated for 312 pounds; and another smaller closet, in the front opposite the galley, can take 123 pounds.</span></p>
<p class="p2"><span class="s1">The sole lavatory is aft of the main cabin and separated from it by a pair of sliding doors.&nbsp;</span></p>
<p class="p3"><span class="s3">None of this changes on the </span><span class="s1">Sovereign+, but plenty else does. The cabin is completely restyled with more flowing cabinetry and new LED lighting to brighten the space. Other touches include a more robust side-table design and the elimination of traditional cup holders in favor of multifunctional storage for keys, cell phones and beverages.&nbsp;</span></p>
<p class="p2"><span class="s2">But it is the new air conditioning, seats and cabin electronics that passengers will appreciate most.&nbsp;</span></p>
<p class="p2"><span class="s2">Cessna says the air conditioning provides 37 percent better cooling.&nbsp;</span></p>
<p class="p2"><span class="s1">Passenger seating has long been the bane of midsize Cessnas: the comfort of a church pew locked into the styling of a 1980s minivan. Working with Ipeco, the European manufacturer long lauded for its cockpit seating, Cessna designed a common seat platform, used now in the Sovereign+ and new Citation X and soon in the under-development Latitude and Longitude. It features eight degrees more pitch, allowing passengers to lean back farther—and more comfortably. The armrests retract into the seatback, widening the aisle and providing more seated thigh room for larger passengers. You get the sensation that you are sitting in the seat, as opposed to on it. It’s not the same level of comfort you get in a high-end Mercedes, in which the seat-cushion side bolsters automatically inflate and deflate as you round corners, but it’s light years away from a minivan. You can enhance comfort more by ordering the adjustable mechanical lumbar.&nbsp;</span></p>
<p class="p2"><span class="s1">Passenger electronics have also made a quantum leap in this airplane, thanks to the new Clairity cabin-management system. Clairity integrates the cabin electrical system, avionics and communications through a fiber-optic backbone. Six 110V outlets are located throughout the cockpit, cabin and lav with jacks at each club-four seat grouping, and USB charging ports are standard at each seat. As an option, the 110V outlets can be added at each seat. Interactive touchscreen controllers at every seat, about the size of smartphones, operate cabin lights, window shades, temperature, digital audio and video and an interactive moving map. The controllers also have built-in Web browsers (Internet service required). Options include RGB mood lighting, Wi-Fi, high-speed Internet and satellite radio.&nbsp;</span></p>
<p class="p2"><span class="s1">Five basic fabric and color combinations are available for the Sovereign+. Customers can also choose their own fabrics and colors.&nbsp;</span></p>
<p class="p2"><span class="s1">The restyled cockpit is built around the new Garmin G5000 touchscreen avionics suite, which features three 14-inch flat-panel displays, an integrated autopilot and autothrottles. The G5000 offers the latest communications, safety and navigation technology, including synthetic vision, weather radar, GPS with wide-area-augmentation system for precision approaches, traffic-collision-avoidance system (Tcas II), terrain-awareness and warning system (Taws), ADS-B out, radio altimeter and cockpit voice recorder. Automatic functions built into the G5000 speed engine start and preflight checks and add additional layers of idiot-proofing.&nbsp;</span></p>
<p class="p2"><span class="s1">While more refined inside for passengers and pilots, the Sovereign+ retains a few of the handling drawbacks of its progenitor, mainly the truck-like handling in the roll axis. But that’s a small price to pay for a thoroughly modernized aircraft that offers almost the ideal combination of economy, range, utility, speed and payload. Even with all this, the Sovereign+ still may not be the perfect airplane. But it’s really close.</span></p>
<p></div></div></div>Thu, 15 May 2014 20:51:11 +0000Mark Huber4691 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/cessna-sovereign#commentsDavid Copperfieldhttp://bjtonline.com/business-jet-news/david-copperfield
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/dc3.jpg?itok=syeNIrFH" width="67" height="100" alt="&quot;We have so much unhappiness in the world,&quot; says David Copperfield, &quot;and people need to dream and be transported. Music does that, movies do that, and magic does that.&quot; (Photo: Courtesy of David Copperfield)" title="&quot;We have so much unhappiness in the world.&quot; says David Copperfield, &quot;and people need to dream and be transported. Music does that, movies do that, and magic does that.&quot; (Photo: Courtesy of David Copperfield)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p class="p1"><em><strong>The ultra-successful illusionist astonishes audiences by appearing to fly unaided across the stage, but he relies on business jets to traverse longer distances.</strong></em></p>
<p class="p1">Magician David Copperfield is the highest-grossing solo entertainer in history, with upwards of $4 billion in ticket sales. In collaboration with Francis Ford Coppola, he performed Dreams &amp; Nightmares in 1996, which still retains the Broadway record for most tickets sold in a week. He has won 21 Emmy Awards and holds 11 Guinness World Records. His chiseled face adorns postage stamps in six countries. </p>
<p class="p2">Signs of Copperfield’s potential surfaced early. Born David Seth Kotkin in Metuchen, New Jersey, as the only child of two Jewish immigrants, he was an accomplished ventriloquist by age 8, when he performed for his school. A weekend visit to a magic shop in New York City sparked his interest, and soon he was performing tricks adults couldn’t do. At 12, he became the youngest person ever admitted to the prestigious Society of American Magicians. At 16, he performed onstage in his hometown as Davino, the Boy Magician. He also taught a magic course at New York University.</p>
<p class="p2">Two years later, he changed his name to David Copperfield (from the Charles Dickens novel) and left for Chicago to play the lead in The Magic Man, which became the longest-running musical in the city’s history. By the time he was in his early twenties, he was starring in network TV specials devoted to his magic.</p>
<p class="p2">In 2006, Copperfield purchased a chain of 11 islands in the Bahamas for $55 million and renamed them the Islands of Copperfield Bay. He spent an additional $35 million to renovate one of those islands, Musha Cay, and transform it into a vacation destination, complete with magic antiques such as Houdini’s pool table. He owns a magic collection that is worth hundreds of millions of dollars and includes the collections of Georges Melies and Jean Eugene Robert-Houdin, two of his most celebrated predecessors.</p>
<p class="p2">For the last 13 years, Copperfield has sold out the MGM Grand Hotel &amp; Casino in Las Vegas, performing two shows a day Sundays through Fridays and three shows on Saturdays, seven days a week, 42 weeks a year. (He devotes the other 10 weeks to vacations.) We caught up with him late one evening after one such performance.</p>
<p class="p1">How did your parents feel about you doing magic?</p>
<p class="p2">In the beginning they loved it but when I was 16 and told them I wanted to do it for a living, my mother said no. But her negative reinforcement worked for me, and eventually I showed them I could do it. They traveled the world with me and met presidents and kings. </p>
<p class="p1">Who taught you your tricks?</p>
<p class="p2">I taught myself from magic books in the library. I’d read the magic effect and make myself invent my own method of how to do it. As a teenager, I sometimes ended up inventing things better than in the book.</p>
<p class="p1">What do I call you? An illusionist? A magician? A creator? An Artist?</p>
<p class="p2">Illusionist is pretty accurate, because I create illusions. I hope people think of me as a magician. I’ve tried to lift the art form up and make people respect it, like dancing or theater or music. I am also a creator and I produce and direct and write. I’m on a constant quest to try to get it right.</p>
<p class="p1">What does the word “magic” mean to you?</p>
<p class="p2">Magic is a state of mind, a state of being transported, a state of being inspired. We have so much unhappiness in the world and people need to dream and be transported. Music does that, movies do that, and magic does that. It’s forgetting about reality—let’s just go for a ride, and I’ll tell you some stories that can hopefully inspire and engage you and make you laugh.</p>
<p class="p1">What do you want people to take away from your show?</p>
<p class="p2">I hope the takeaway is passion, preparation and persistence. You have to be passionate about something you really love and persistent because people are going to tell you “no” and you’re going to make mistakes and do goofy magic stuff. </p>
<p class="p1">What do you consider your most successful illusion?</p>
<p class="p2">I flew. People in the audience cried and got really emotionally involved. Some saw Peter Pan and some saw Christopher Reeve, but seeing it live on stage without any wires or camera tricks..there was something very emotional about that for the audience.</p>
<p class="p1">Have you ever been injured while performing?</p>
<p class="p2">I was doing a rope trick and I cut my finger off. Mike Tyson’s cut man reattached it and it grew back. That’s magic.</p>
<p class="p1">You were robbed in 2006 at gunpoint? </p>
<p class="p2">I was walking with a group of people after a show when a car drove up and some guys got out. I thought they were stopping to get an autograph but they pointed a gun in my face and said, “Give us your money.” Everyone gave their money. Like an idiot, I showed them my pockets were empty, but they weren’t. I didn’t want to give my wallet away. Luckily, the guys believed it. The police caught them and the robbers went to jail.</p>
<p class="p1">You do more than 600 shows a year. Do you ever get burned out?</p>
<p class="p2">I get tired sometimes, but I take 10 weeks off a year and go to my islands in the Bahamas. That’s a great place to recharge and create. I have a place in New York, too.</p>
<p class="p1">Does flying privately facilitate your career?</p>
<p class="p2">You can’t beat the convenience of flying privately—it saves a lot of time. I’ve got my own airstrip on my islands and I can’t land a big plane but I can land smaller planes. </p>
<p class="p1">How do you fly privately?</p>
<p class="p2">I charter. I’ve never owned my own plane. I spent a lot of time researching my own plane and at Airbus and Boeing and we started designing planes together, but I like having other people do the worrying about the pilots and all. It becomes another business when you own your own plane.</p>
<p class="p1">What aircraft do you use?</p>
<p class="p2">I like the [Bombardier] Challenger 300 and Challenger 604. We can fly from here to Georgetown [in the Bahamas] in four hours, and then another 15 minutes on a [Cessna] Caravan or a Pilatus to my airstrip.</p>
<p class="p1">What is Musha Cay? </p>
<p class="p2">It’s one of the Islands of Copperfield Bay, which also includes 10 pristine and undeveloped islands. Musha Cay is a private resort with a staff of 40 where I’ve created some amazing experiences, kind of like Fantasy Island. It’s a big, beautiful place where adults become kids, and movies and theater appear on the beach out of nowhere. </p>
<p class="p1">I know you consider the rehabilitation program, Project Magic, your most important work. How did that begin?</p>
<p class="p2">I was corresponding with a young magician who was disabled and didn’t reveal that until he sent me a picture of himself in a wheelchair. I realized he had amazing self-esteem because he had a skill that an able-bodied person didn’t, and that gave me the idea to work with medical professionals and create a program using magic as a form of therapy. It would motivate people to move muscles or think about mathematics or socialization skills or speech. I was very shy [when I was young] and magic helped me learn certain things. I thought it would be good if I could give that same kind of help to people with disabilities. The program gives people hope through magic.</p>
<p class="p1">Do you have any other projects like that?</p>
<p class="p2">We’re starting a project called RedSafe, where I’ll create a huge safe that transports objects magically around the world, such as educational items to inner-city schools or water and drilling supplies to Africa. It will use magic to raise awareness for really important items. Magic is obviously illusion, but giving is a real thing.</p>
<p class="p1">What is your goal now?</p>
<p class="p2">To do what I can to make a difference, to encourage others to fight for their dreams. The best compliment is if someone comes away from the show inspired to do something he would not have done otherwise. That’s the goal. I’m a dreamer and maybe I can inspire future generation of dreamers. </p>
<p class="p2">Fast Facts</p>
<p><strong>NAME</strong>: David Copperfield</p>
<p><strong>BIRTHDATE</strong>: Sept. 16, 1956 (age 57)</p>
<p><strong>NAME</strong>: David Copperfield</p>
<p><strong>OCCUPATION</strong>: Illusionist</p>
<p><strong>EDUCATION: </strong>Dropped out of New York's Fordham University after three weeks, when he was cast in the lead of the Chicago musical <em>The Magic Man.</em></p>
<p><strong>CHARITY: </strong>Project Magic, a program he developed, uses magic as physical therapy is hospitals in 30 countries to help patients regain dexterity, coordination and cognitive skills. </p>
<p><strong>PERSONAL</strong>: Single. Three children. Lives in Las Vegas and New York and on Musha Cay in Copperfield Bay in the Bahamas. </p>
<p></p><p class="p4"><a href="mailto:mgoldsmith@bjtonline.com">Margie Goldsmith</a> interviewed <a href="http://www.bjtonline.com/business-jet-news/sir-richard-branson-0" target="_blank">Sir Richard Branson</a> for our last issue.<br /><br />
</p>
<p class="p3"> </p>
</div></div></div>Thu, 15 May 2014 19:50:01 +0000Margie Goldsmith4681 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/david-copperfield#commentsBJT Management Series: XOJet's Gregg Slowhttp://bjtonline.com/business-jet-news/bjt-management-series-xojets-gregg-slow
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/gregg_slow_headshot2_web.jpg?itok=jlvEUgfL" width="100" height="52" alt="Gregg Slow, executive vice president of sales and client services, XOJet" title="Gregg Slow, executive vice president of sales and client services, XOJet" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em>Gregg Slow was just 7 years old when his mom began working for entrepreneur Richard Santulli, who went on to create NetJets, the fractional-share provider. Looking back, Slow says he always knew that someday he would work in private aviation. He started his career at NetJets in 2001, commuting everyday alongside his mom. Eleven and a half years later, he made the leap to <a href="http://www.bjtonline.com/business-jet-news/flying-discounted-skies">XOJet</a>, where he is now executive vice president of sales and client services, leading a team of more than 35 people, many of whom he hired.</em></p>
<p><em>When I met him recently at a press event, I was immediately struck by his candor and business insight. A few days later, I interviewed him for over an hour and came away even more impressed. A colleague who helped transcribe the interview said, “This is one of the most interesting people I’ve ever listened to.” </em></p>
<p><em>Gregg Slow is definitely someone to keep an eye on.</em></p>
<p>&nbsp;</p>
<p><strong>My father was an oral surgeon</strong> and I fainted at the sight of blood, so there was no way I was going into the family business.</p>
<p><strong>When I started out</strong>, I really knew nothing about the [private jet] business. It took me probably a year to understand it, two years to get good, three years to get to where I could feel comfortable sitting down with any CEO in the world and explaining to them why I thought our product was better than anyone else’s.</p>
<p><strong>Sales maximizes my strengths</strong> and minimizes my weaknesses. I am probably honest to a fault. I want your business but I don’t have to have it.</p>
<p><strong>I always tell our advisors:</strong> “You are not convincing people who don’t want to fly private to fly private. If you do, they are not going to be great customers.”&nbsp;</p>
<p><strong>An important factor in sales</strong> is being able to tell somebody, “You know what? I don’t think this works for you and here is why.”</p>
<p><strong>I don’t like hanging around bitter people</strong>—life is too short.</p>
<p><strong>It was great having a mom who worked.</strong> It was an invaluable experience being able to get her inside perspective on business aviation. One of the things I am most proud of at XOJet is that when I got here we had no women on our sales team and I just hired my eighth female. I believe in the importance of promoting women in the workplace.</p>
<p><strong>My clients know they can call anytime </strong>when they are facing an urgent situation and need help. There has been many a night where my wife would tell me to go in the closet because I was talking to a client on the phone and she was trying to sleep.</p>
<p><strong>The individuals who shine</strong> in this industry are really good at getting referrals from their customers. What it comes down to is: Give your clients the service they expect and they will tell their friends.&nbsp;</p>
<p><strong>You can never judge a book by its cover</strong>. One of my early customers showed up to see an airplane in this beat-up Honda minivan. I am thinking, “Oh my God, what did I get myself into?” He ended up buying a fractional share from me and then eventually bought more hours and traded up.&nbsp;</p>
<p><strong>I could be selling</strong> <strong>Greyhound buses</strong> and I probably would be passionate about that too.&nbsp; It is in my DNA to be passionate.&nbsp;</p>
<p><strong>We are in a business where it’s impossible</strong> to have a perfect day. Even if no airplanes break, there will still be ATC delays, weather delays, airline delays, crews getting sick, stuff out of your control.</p>
<p><strong>I am in the safety business first</strong>, the service business second and the airplane business third. So there have to be times where a customer wants to get out of Aspen, I can’t get him out of Aspen, and I am really sorry about it. It is important to show empathy and honesty and be proactive with service. If you are sending clients into the mountains and you are not sure if they are going to get in, set up some backup ground transportation.&nbsp;</p>
<p><strong>The leaders on our sales team</strong> will tell me if they disagree. There are things that I am good at, and there are things that I am not. So I surround myself with individuals who have the comfort level to tell me things.</p>
<p><strong>When you have employees</strong> who don’t know what is going on they feel powerless. But when you can create the right environment for them and give them regular and honest information, they thrive.</p>
<p><strong>Internal relationships are as important</strong> as external relationships. I believe in a team-based selling concept. Everybody has got individual sales goals but to really make it you have to work well with your colleagues.</p>
<p><strong>It doesn’t matter how much revenue </strong>someone is bringing in if they are compromising the internal environment. I have had to let people go because internally they just could not communicate. You never want to create an internal culture where it is OK for certain people to treat employees in a fashion that is inappropriate. You have to hope that the organization is stronger than the individual.</p>
<p><strong>I don’t mince words </strong>during reviews. When somebody is doing a good job, I want them to know; when they are doing a bad job I also want them to know. I do it in a professional and thoughtful manner. Sometimes it is hard to have to tell someone, “Listen, there are some clients who love you and there are some clients who absolutely hate you. And we need to figure out why and get better.”</p>
<p><strong>I took up spinning </strong>right before I joined XOJet. The first time I tried it—it’s dark, music blaring, no cell phone, you sort of compete with the people next to you—it was like I had found my perfect exercise environment. It allows me to get such clarity on things going on in my life both personally and professionally.</p>
<p><strong>To be successful </strong>you’ve got to be a student of the game. Know who your competition is, what they are good at, what they aren’t good at. Know your business inside and out, why we do things and why we don’t do things. Because when you talk to somebody who is interested in private aviation, they are usually very smart. If you can explain to them the business reasons why something works or doesn’t work, they get it.</p>
</div></div></div>Tue, 13 May 2014 21:30:16 +0000Jennifer Leach English4636 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/bjt-management-series-xojets-gregg-slow#commentsMagic in the Airhttp://bjtonline.com/business-jet-news/magic-in-the-air
<div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><i>After years of flying, it's easy to take air travel for granted and to see it simply as a way to move quickly from point A to point B. That's why you must watch this utterly charming film from Vodafone called </i>An &amp; Ria's First Flight.<em> It's</em>&nbsp;<i>about a private jet journey by two women in their 70s, neither of whom has ever flown before. It runs nine minutes, but trust us, you'll consider it time well spent. The last few minutes are particularly priceless—and an excellent reminder of just how extraordinary it is to be up above the clouds.</i></p>
<p><iframe allowfullscreen="" src="//www.youtube.com/embed/zD2NtzEPBcA" frameborder="0" height="360" width="640"></iframe></p>
</div></div></div>Mon, 05 May 2014 20:52:00 +0000BJT Staff4631 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/magic-in-the-air#commentsNebraska's Prairie Clubhttp://bjtonline.com/business-jet-news/nebraskas-prairie-club
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/cover_1.jpg?itok=sMNR1dcH" width="100" height="68" alt="" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em><strong>The power of the Nebraska prairie has been a literary theme for more than a century. Now it's part of golf lore.</strong></em></p>
<p><span style="line-height: 1.538em;">A century ago, Nebraska’s greatest novelist, Willa Cather, gave voice to the raw nature and overwhelming scale of the state’s landscape. No one who has ever read her books, </span><span class="s1" style="line-height: 1.538em;"><i>O Pioneer!</i></span><span style="line-height: 1.538em;"> (1913) or </span><span class="s1" style="line-height: 1.538em;"><i>My Ántonia</i></span><span style="line-height: 1.538em;"> </span><span class="s2" style="line-height: 1.538em;">(1918), would mistake them for golf writing. But in drawing attention to the stark beauty and unremitting power of Nebraska’s vast open spaces, she identifies what makes a place like the Prairie Club so compelling.</span></p>
<p class="p2"><span class="s3">The quality of golf helps. Out here in north central Nebraska, amid 18,000 square miles of the hemisphere’s largest naturally grassed dunesland, there is a sensibility to the game found elsewhere only on the classic linksland of Scotland and Ireland. There are two fine 18-hole courses on the site, both of them par-73 and opened in 2008. The Graham Marsh-designed Pines Course rolls across wooded uplands overlooking the Snake River. The Tom Lehman-designed Dunes Course rides roughshod atop some wild sandy ground. Once formal golf is over, you can turn to an enjoyable little par-3 layout called the Horse Course that Gil Hanse designed.&nbsp;</span></p>
<p class="p2">The 2,500-acre site occupies ground that’s directly under the migratory flight path of the Sandhill Crane. Their seasonal fly-throughs involve these birds in such masses that they can momentarily darken the skies. But they also provide the kind of wild cries that make it clear you are in a special place.&nbsp;</p>
<p class="p2"><span class="s2">It helps, too, to have the kind of comfortable onsite lodging that owner Paul Shock has provided in the form of a 31-room lodge and 28 cabins. The combination of rugged outdoors and luxurious interiors offers considerable refuge for those lucky enough to find themselves out here, in what is not an easy place to get to. It’s the kind of remoteness that makes the journey part of the occasion. Small wonder that members and resort guests are doing what those Sandhill Cranes are doing—coming from afar to flock here. </span></p>
<p class="p2">COURSE:</p>
<p class="p2">The Prairie Club, Valentine, Nebraska. For information, call (402) 376-1361 or visit <a href="http://theprairieclub.com" target="_blank">theprairieclub.com</a>.</p>
<p class="p2">AIRPORT:</p>
<p class="p2">Miller Field (KVTN) in Valentine, Nebraska, is 17 miles northeast of the club and has a 4,704-foot runway.</p>
<p class="p2">&nbsp;</p>
<hr>
<p class="p3"><i>Brad Klein (<a href="mailto:bklein@bjtonline.com">bklein@bjtonline.com</a>) is the architecture editor of </i><span class="s5">Golfweek</span><i>. His latest book is </i><span class="s5">Wide Open Fairways</span><i>.</i></p>
</div></div></div>Tue, 21 Jan 2014 18:37:18 +0000Bradley S. Klein4276 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/nebraskas-prairie-club#comments9 Great Songs about Travelhttp://bjtonline.com/business-jet-news/9-great-songs-about-travel
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/diondimucci-web_0.jpg?itok=7Qd5D2cQ" width="100" height="53" alt="Dion, the not-so-wandering &quot;Wanderer&quot;" title="Dion, the not-so-wandering &quot;Wanderer&quot;" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>When it comes to song topics, love is number one, but travel may be a close second. In a gazillion tunes, it seems, someone is hopping on or off a train, boat or plane. (There was even a Dionne Warwick hit called “Trains and Boats and Planes.”) And in many other songs, they’re jumping in their cars or thumbing a ride in someone else’s.</p>
<p><span style="line-height: 1.538em;">I’ve already compiled two lists of tunes about flying (</span><em style="line-height: 1.538em;">see <a href="http://www.bjtonline.com/business-jet-news/playlist-your-flight">“A Playlist for Your Flight”</a> and <a href="http://www.bjtonline.com/business-jet-news/another-playlist-your-flight">“Another Playlist for Your Flight”</a>),</em><span style="line-height: 1.538em;"> so this time around, I decided to expand the focus to include songs about the kinds of traveling you might do when you come back to Earth. Here, in no particular order, are some of my favorites:</span></p>
<p><strong style="line-height: 1.538em;">1. “By the Time I Get to Phoenix,” Isaac Hayes.</strong><span style="line-height: 1.538em;"> Glen Campbell’s amiable version of this Jimmy Webb classic is the one everyone knows, but it’s the late Isaac Hayes who really made the song’s protagonist come alive in a monologue-spiced, nearly 19-minute rendition. Before he’s anywhere near Arizona, you know exactly how much he’s hurting.</span></p>
<p><strong style="line-height: 1.538em;">2. “City of New Orleans,” Steve Goodman. </strong><span style="line-height: 1.538em;">Arlo Guthrie has said he usually doesn’t pay much attention when young songwriters approach him with ideas, but he instinctively decided to make an exception when one young man in a bar said he had a song Guthrie might like. Good thing he did. The young man turned out to be Steve Goodman and his song—about a ride on an Illinois Central train called “City of New Orleans”—wound up giving Guthrie his only top 40 hit. His version is fine, as are covers by the likes of Willie Nelson and John Denver, but I think Goodman’s original recording is the best.</span></p>
<p><strong style="line-height: 1.538em;">3. “Waitin’ on a Train,” Jimmie Rodgers.</strong><span style="line-height: 1.538em;"> “City of New Orleans” isn’t exactly the only train song out there. There are hundreds—probably thousands. But you won’t find anything more compelling than this melancholy 1928 classic from the “Singing Brakeman,” whose other well-earned nicknames included “The Blue Yodeler” and “The Father of Country Music.” Follow it up with “The Train Carrying Jimmie Rodgers Home,” by the great folksinger Greg Brown.</span></p>
<p><strong style="line-height: 1.538em;">4. “America,” Simon &amp; Garfunkel.</strong><span style="line-height: 1.538em;"> Paul Simon is at his best in this evocative 1968 tale of a lost soul who hitchhikes from Saginaw, Michigan, to Pittsburgh, Pennsylvania, then boards a Greyhound with his lover to go “look for America” and is last seen “counting the cars on the New Jersey Turnpike.” Runner-up: the duo’s “Homeward Bound.”</span></p>
<p><strong style="line-height: 1.538em;">5. “Thunder Road,” Bruce Springsteen. </strong><span style="line-height: 1.538em;">Many of the Boss’s songs use cars as metaphors and if I weren’t limiting this list to one tune per artist, “Born to Run,” “Stolen Car” and several others would be here as well. As is, I’ll opt for “Thunder Road,” where “the night’s busting open, these two lanes will take us anywhere.” As Springsteen tells his girlfriend: “We got one last chance to make it real, to trade in these wings on some wheels / Climb in back, heaven’s waiting on down the tracks.” You get the feeling she won’t say no.</span></p>
<p><strong style="line-height: 1.538em;">6. “Many a Mile,” Patrick Sky. </strong><span style="line-height: 1.538em;">These days, Sky focuses mostly on building, repairing, playing and writing about Irish bagpipes. But back in the mid 60s, before he became disillusioned with the music business, he was a leading figure in the Greenwich Village folk scene. His most-covered composition from the period is this one, which melds a beautiful melody to lyrics about a traveling man who has “damn near walked this world around.”</span></p>
<p><strong style="line-height: 1.538em;">7. “Four Strong Winds,” Neil Young.</strong><span style="line-height: 1.538em;"> Young calls this number by fellow Canadian Ian Tyson the most beautiful song he’s ever heard, and offhand, I can’t think of any that have it beat. Young’s version on his </span><em style="line-height: 1.538em;">Heart of Gold</em><span style="line-height: 1.538em;"> concert DVD is as classic as the composition—and as sad. He sings of heading out to Alberta and tells a girlfriend, “If I get there before the snow flies and if things are looking good / You could meet me if I send you down the fare.” But he adds that “the good times are all gone and I’m bound for movin’ on.” You just know he’ll never see her again.</span></p>
<p><strong style="line-height: 1.538em;">8. “Highway Song,” Aztec Two-Step. </strong><span style="line-height: 1.538em;">Rex Fowler and Neil Shulman, who have been performing together as Aztec Two-Step for more than 40 years, have never achieved large-scale fame. They sure deserve it, though, and there’s no better evidence of that than this wistful, harmonic tale from their eponymous 1972 debut. It’s all about the goodbyes and hellos that go with hitting the road and coming back home.&nbsp;</span></p>
<p><strong style="line-height: 1.538em;">9. “The Wanderer,” Dion.</strong><span style="line-height: 1.538em;"> In 1961, Rick Nelson topped the charts with “Travelin’ Man,” in which he sang about making “a lot of stops all over the world” and bragged that “in every port I owned the heart of at least one lovely girl.” Not to be outdone, Dion responded that same year with “The Wanderer,” in which he sang of roaming from town to town and having lots of girlfriends and announced that “when I find myself fallin’ for some girl, I hop right into that car of mine and ride around the world.” It’s classic rock, but don’t believe the lyric: last year, Dion celebrated his 50</span><sup>th</sup><span style="line-height: 1.538em;"> wedding anniversary. &nbsp;</span></p>
<p><em style="line-height: 1.538em;">Want more lists? Read our <a href="http://www.bjtonline.com/bookoflists">2012</a> and <a href="http://www.bjtonline.com/business-jet-news/2013-book-of-lists">2013</a> Book of Lists features. And watch for the third annual edition of this popular special section, coming in our June/July issue.</em></p>
</div></div></div>Thu, 01 May 2014 14:24:15 +0000Jeff Burger4621 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/9-great-songs-about-travel#commentsDrive Your Dream Carhttp://bjtonline.com/business-jet-news/drive-your-dream-car
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/dsc_0044_fix-web.jpg?itok=zij7s9N4" width="100" height="77" alt="" title="Exotic car companies are making a comeback, providing increased opportunities to drive those vehicles you always dreamed about, such as this Bugati Veyron. (Photo: Nigel Moll)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em><strong>You don't have to buy or lease a Lamborghini to get behind the wheel. Just arrange a rental.</strong></em></p>
<p>So you’re having a Justin Bieber moment and want to street race a Lamborghini in Miami. Or you’ve always imagined ­yourself driving a red Ferrari through Milan, Italy. Exotic-car rental companies are making a comeback as the global economy recovers, providing increased opportunities to drive those dream vehicles that haven’t made it into your stable yet. Follow these tips to assure a first-rate exotic-car rental experience:<br><br />
<strong>1.&nbsp; Know where to rent. </strong><br><br />
With customers willing to pay daily fees ranging from $1,000 to $2,500, renting out exotic cars can be a lucrative business. Since most start-ups lack the credit to buy or lease multiple ultra-expensive autos, many are brokers that don’t actually own the vehicles they rent. Some temporarily “lease” a car from one client to rent to another client. These deals may be illegal and almost always negate the owner’s insurance.</p>
<p>When possible, rent from national chains such as Enterprise’s Exotic Car Collection (exoticcars.enterprise.com) or Hertz’s Dream Cars (hertzdreamcars.com). These companies own and register the vehicles they rent, and both continue to expand their offerings.</p>
<p>Hertz recently added the Tesla Model S to its 19-model Dream Cars collection, which is available in 35 U.S. markets. Enterprise Rent-A-Car (enterprise.com) offers more than 50 models of luxury and exotic cars at 17 locations. Go Rentals (gorentals.com), another U.S. chain, owns a fleet of luxury vehicles, including Audis, Porsches and various SUVs, and will reach out to suppliers to fulfill exotic-car requests.&nbsp;</p>
<p>Auto Europe (autoeurope.com) rents a wide variety of exotic vehicles in six European countries and the UAE. Switzerland-based King Rent Exclusive Services (kingrent.com) stocks exotics ranging from the Maserati GranCabrio (MSRP $142,800) to the Bugatti Veyron (MSRP $2.5 million)in cities across Europe. (Fees for a one-day rental of the <a href="http://www.bjtonline.com/business-jet-news/bugatti-veyron-164-grand-sport-0">Bugatti </a>start at 14,000 euros, or about $19,000.)</p>
<p>The best cities on that continent for renting exotic cars are Munich, Milan and Nice, according to Matthew Allright, senior reservations manager at King Rent. “These are the three [cities] where you can get almost any car and at the best rates,” he says.&nbsp;<br><br />
In the U.S., you can rent exotic cars in nearly every major city. One way to ensure reliable service is to rent through your FBO. Go Rentals, for example, has offices at 17 U.S. airports.<br><br />
<strong>2.&nbsp; Understand the process. </strong><br><br />
Most exotic-car rental companies require customers to be at least 25 years old; in addition to a valid driver’s license, you’ll generally need evidence of auto insurance and a credit card. After you pass a criminal background check, they preauthorize a security deposit on your credit card ranging from about $1,000 (for a standard luxury vehicle) to $30,000 (for an exotic like a Bugatti Veyron or Lamborghini Aventador). The entire rental amount may also be charged when the rental period begins.</p>
<p>Some companies check your personal vehicle insurance coverage limits before the rental. As a customer-service representative from Enterprise Exotic Car Collection says, “If your insurance is limited to a $60,000 vehicle, you’re not going to drive off the lot with a $100,000 Porsche 911 Carrera.”</p>
<p>Most exotic-car rental companies will deliver vehicles to points within a certain radius of their main hubs, although some charge an additional fee for this. The authorized renter and all authorized drivers must be present when the auto arrives. Third parties such as personal assistants are usually not allowed to pick up or sign for the car.<br><br />
You can rent exotics by the hour or the day. Companies typically impose surcharges if daily usage exceeds 70 to 100 miles.<br><br />
<strong>3.&nbsp; Ask about insurance. </strong><br><br />
While exotic-car rental companies insure their vehicles against theft, most cannot or do not insure against damage. “Just the wing mirror on a Lamborghini costs $1,000,” Allright says, “and if we submitted a claim every time someone scratched a wing mirror, the premium would go sky high.” The renter is almost always responsible for any damage. If the repair cost exceeds your security deposit, the company will bill you or your vehicle insurer.</p>
<p>Don’t rely on a credit card’s collision-damage-waiver benefit when renting exotics. Both American Express and Visa exclude rentals of exotic and antique automobiles, and MasterCard excludes rentals of vehicles valued at more than $50,000. However, some AmEx cardholders can purchase Premium Car Rental Protection directly from American Express.<br><br />
<strong>4.&nbsp; Know how to drive the vehicle.</strong><br><br />
Most exotic cars are built for performance, and some require special driving skills for ultimate enjoyment. Gotham Dream Cars (gothamdreamcars.com) provides multi-hour Dream Car Sprint experiences in Ferraris and Lamborghinis, allowing drivers to gain cornering skills on closed autocross courses. Gotham’s Dream Car Tour package offers open-road driving time in Ferraris, Lamborghinis, Aston Martins, Bentleys and other exotics.<br><br />
<em><a href="mailto:krosenlof@bjtonline.com">Kim Rosenlof</a> ­interviewed race-car driver <a href="http://www.bjtonline.com/business-jet-news/jamie-mcmurray">Jamie McMurray</a> for <strong>BJT</strong>’s February/March edition.</em><br><br />
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</div></div></div>Wed, 26 Mar 2014 17:27:26 +0000Kim Rosenlof4466 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/drive-your-dream-car#commentsCabin Comforts 2014http://bjtonline.com/business-jet-news/cabin-comforts-2014
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/jetaviation_bousten_15_0-web.jpg?itok=RhE4OSWL" width="100" height="67" alt="" title="Jet Aviation created this large-cabin interior, featuring a living room and dining area, flat screen television and recessed lighting." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em>Because the science of flight hasn’t changed, designers must still balance the desire for cabin enhancements with the need to minimize weight. Every ounce they save through creative use of technology adds range and performance to the airplane, helping passengers fly higher, faster and farther. Despite this challenge, more and more of the comforts of home and office have been showing up in business jets. Here are some of the latest ways designers are making the aircraft cabin a more comfortable, productive environment—sometimes while actually reducing weight.</em></p>
<p><strong>Lighting</strong>—Well-thought-out illumination can make a huge impression on passengers, especially in smaller jets. New RGB technology allows for less-direct lighting, such as ceiling spotlights combined with surround lighting, to simulate a much more natural atmosphere and increase the sense of space and comfort. Lighting can even be programmed to suggest dawn, midday and dusk, helping passengers accommodate to changes in their circadian rhythms.</p>
<p>“Everybody is looking for the latest thing to make the cabin more homey and personal,” says Andy Richards, vice president of completions and modifications at Duncan Aviation in Battle Creek, Michigan. But for Richards, a more pleasant atmosphere is only one of LED technology’s benefits. LED lighting weighs less and lasts longer than previous technologies. It also requires far less electrical power, which not only reduces draw on the aircraft’s system but allows lighter-gauge wiring for further weight savings. And where multiple junction boxes and switches used to be required, simpler, lighter and more reliable digital controllers now predominate. Lighting engineers and designers are finding new ways to leverage these weight savings to develop ever more pleasing combinations.</p>
<p>Richards says one system that interior designers increasingly demand is B/E Aerospace’s RGB+W Mood Lighting, which is designed to double the light formerly generated by fluorescents. Using recent advances in LEDs and digital control, the system incorporates more than 16.7 million variations in color.</p>
<p>Emteq, meanwhile, is offering Quasar Full Spectrum, which boasts 32 preset lighting modes, including sunrise and sunset configurations. The dimmable system is meant to help designers accentuate interior fabrics and coverings using white-color programming—the science of evaluating the levels of red, green and blue in a material or fabric and optimizing its appearance by coordinating the blend of colors in lighting. Emteq also touts its upwash and downwash lighting for filling tight spots such as headliners with just the right amount and quality of illumination.</p>
<p><strong>Seats</strong>—In 1998, the so-called 16-G seat was born after the U.S. Federal Aviation Administration (FAA) mandated safer, more robust seating for business aircraft. The European Aviation Safety Agency (EASA) followed suit. In the years since, engineers, rather than designers, have been calling the shots when it comes to fabricating attractive, comfortable seats that fulfill the regulatory requirements. That is changing.</p>
<p>These days, designers are developing comfortable seats, then handing them over to the engineers to make them fit safety protocols, according to Cindy Halsey, senior vice president of interior design for Cessna’s Citation jet production. Of course, these designers have access to technology that wasn’t available in 1998, such as new foams, covering materials, pressure-mapping software and modular seating components that can be customized to suit individual customers. Weight savings is another benefit of today’s seats, along with greater flexibility in reclining and berthing capabilities.</p>
<p>In cooperation with BMW Dreamworks, designer Lucio Iaccobucci has introduced a line of executive aircraft seats that takes advantage of recent developments in materials and structures. Iaccobucci’s team used contour control and attention to negative space to convey openness in the design. The seats include a seven-inch deployable leg support and a headrest that incorporates vertical, horizontal and oblique tilting movements for just the right angle of support.</p>
<p><strong>Carpets, Upholstery and Appointments</strong>—Recent advances in passive soundproofing not only decrease cabin noise but do so at reduced weight when compared with previous materials and configurations, according to Marc Gallin, director of completions sales and marketing for Jet Aviation. And according to Duncan Aviation’s Andy Richards, the longer the range of a business jet, the more important soundproofing and noise reduction are to the interior designer.</p>
<p>When it comes to aircraft carpets, interior fabrics and cabinetry, considerations include not only design, color matching and weight, but also fireproofing, which the FAA, EASA and other aviation authorities strictly regulate. Interior specialists such as Aerosmith Aviation employ on-site design houses with thousands of fabric, carpet and wood samples and dozens of metal-plating selections.</p>
<p>Duncan’s Andy Richards says the past year has seen advances in the use of manufactured veneers for cabinets and side panels—partly to save weight, but also because of environmental concerns. The most popular woods, such as rosewood and ebony, are becoming endangered. Manufactured veneers for cabinets and side panels are “reconstituted” using less wood to create thinner finishes that are applied to honeycomb composite substrate structures. The result: the look of solid wood at a fraction of the weight. Some of the newer applications use 3D printing to compose seamless, compound shapes in veneers.</p>
<p>And new wood veneers are only part of the story. In the past 12 months, says Richards, List Components &amp; Furniture of Austria has improved its stone veneer process, adding lighter layers of stone to more robust composite honeycomb-based substrates. The resulting increase in weight-bearing strength means designers can use real stone not only for lightweight countertops, but also for flooring in VVIP jets’ entryways, galleys and lavatories. For the first time, it is possible to have real stone floors without compromising the overall weight of the aircraft interior.</p>
<p><strong>Galleys</strong>—Passengers may ride on the seats of their pants, but to paraphrase Napoleon, they travel on their stomachs. Preparing gourmet food at 41,000 feet involves challenges. Not only weight and space, but also current requirements, water service and other elements come into play. And as Jet Aviation’s Marc Gallin points out, “Passengers expect the same espresso machine on their jet as they have at home or in their favorite restaurant.”</p>
<p>Duncan’s Andy Richards agrees, placing food preparation near the top of the priority list for long-range jets, right up there with soundproofing. But Richards would like to see specialty appliance makers put their products on a weight-reduction program, especially since, he says, weight reduction and fuel efficiency have been top-of-mind concerns in what he calls the “post-recession” era of cabin design. When it comes to innovation in galley equipment, he says, “There hasn’t been a lot of ‘wow’ factor over the past 12 to 18 months.”</p>
<p>B/E Aerospace is among the companies specializing in designing and refining inflight galleys for business jets, and it produces a full range of food-service equipment, including steam and convection ovens for dry or plumbed galleys. The company maintains its steam ovens weigh less than competitors’ products and offer precision and reliability.</p>
<p>For example, its DX3000 self-contained unit requires no plumbing, making it an excellent candidate for retrofitting a steam oven in a dry galley. The design concentrates on ideal heat distribution for low power consumption as well as optimal cooking, eliminating hot and cold spots often associated with aircraft-style ovens. And B/E Aerospace’s ovens are lightweight and durable.</p>
<p><strong>Software</strong>—Cabin-planning software has dramatically improved over the past few years. And there is much more to it than making sure all the pieces physically fit in the puzzle.</p>
<p>Swiss completions specialist RUAG Aviation recently teamed with design house Yasava Flight Couture on the latter’s trademarked Astral design program. Concentrating on long-range, large-cabin business jets such as the Dassault Falcon 7X, Bombardier’s Global Series and the Embraer Lineage 1000, the Astral cabin incorporates logarithms that include “intelligent ergonomics and socio-cultural design parameters.”</p>
<p>Jet Aviation also uses its own proprietary interior-planning software, based on Dassault Systèmes’ Catia program. Catia evaluates not only how materials fit within a given space, but also considers logistical issues, such as access for maintenance. Can a technician reach the component and spin a wrench without having to remove three other parts first? Catia uses computer modeling to illustrate how much room the human needs to perform the task. And the software also helps designers estimate long-term maintenance costs through computerized Product Lifecycle Management (PLM), calculating the anticipated life cycle of every part and the lifetime costs expected to maintain the aircraft. Catia PLM is increasingly being incorporated into other areas of design, including interior fabrications and completion.</p>
<p>Catia v5 (version 5) was the first such computer program to be certified for use in designing an entire aircraft, the Dassault Falcon 7X. “Its successor, Catia v6, is expected to be similarly certified for the design of the newest Falcon, the developmental 5X super midsize twinjet,” says Dassault Falcon spokesman Andrew Ponzoni. No doubt, cabin designers will have Catia v6-based software on their shopping list in the coming years.</p>
<p><em><a href="http://mphelps@bjtonline.com">Mark Phelps</a>, a New Jersey-based freelance writer and private pilot, author's <strong>BJT</strong>'s Exit column.</em></p>
</div></div></div>Wed, 26 Mar 2014 15:39:05 +0000Mark Phelps4451 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/cabin-comforts-2014#comments Dassault Plans Bigger Falcon Family http://bjtonline.com/business-jet-news/dassault-plans-bigger-falcon-family
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/dassault_abace6654.jpg?itok=LS_VJHNZ" width="100" height="68" alt="" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>Although Dassault Falcon Jet’s current line of business jets satisfies the needs of buyers who want large, wide cabins, there is no Falcon Jet that flies as far as the ultra-long range Gulfstream <a href="http://www.bjtonline.com/business-jet-news/gulfstream-g650-0">G650</a> or upcoming Bombardier Global jets. But that should soon change, as the Falcon family is slated to see an announcement about a new baby next month.</p>
<p>“You will see that we are continuing to build the Falcon family and we’ll announce a new member of the Falcon family with more range,” said John Rosanvallon, president and <span class="caps">CEO</span> of Dassault Falcon Jet at Dassault’s <span class="caps">ABACE</span> 2014 press conference at the Asian Business Aviation Conference &amp; Exhibition (ABACE) in Shanghai.</p>
<p>The largest Falcon jet, the fly-by-wire, three-engine 7X, reached a milestone during the <span class="caps">ABACE</span> show, with the rollout of the 250th 7X at Dassault Falcon’s factory in Mérignac, France. This 7X will fly to Dassault Falcon’s completion center in Little Rock, Arkansas, in June and then be delivered to the buyer by the end of the year. Currently there are 216 7Xs in service in 34 countries, and the fleet has accumulated 250,000 flight hours since entry into service in&nbsp;2007.</p>
<p>Dassault Falcon saw greatly improved sales in China last year, and 2014 is shaping up to be strong as well. Rosanvallon attributes the company’s success in China to its strong product support, marketing and customer service efforts. “In all areas of sales and marketing and customer service, we really invested heavily,” Rosanvallon&nbsp;said.</p>
<p>The Chinese customer service efforts are managed through Dassault Falcon’s wholly owned foreign entity, which represents the Falcon brand in China and is staffed by all Chinese-speaking employees. In Shanghai, the Dassault Falcon Services-Shanghai operation, in coordination with Shanghai Hawker Pacific, is now two years old and is staffed by Falcon-trained technicians. Two Falcon pilots are located in Beijing to support local operators with ferry flights, demo flights, jump-seat support and any other Falcon flying issues. An operations manager in Beijing can assist with training local operators on aircraft dispatch, flight planning and aircraft performance monitoring&nbsp;functions.</p>
<p>Plans are underway to add even more investment in Dassault Falcon’s customer support efforts in China, including increasing inventory to 3,000 parts valued at more than $13 million, which will triple the number of spares in China. This is scheduled for completion by this summer. Dassault Falcon has also added more special tools throughout its network, and these are available as rentals to Falcon jet&nbsp;operators.</p>
</div></div></div>Wed, 16 Apr 2014 20:44:28 +0000Matt Thurber4616 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/dassault-plans-bigger-falcon-family#commentsExit: Rubbing Elbows With Your Pilothttp://bjtonline.com/business-jet-news/exit-rubbing-elbows-with-your-pilot
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/hopscotch-fin2-web.jpg?itok=042g_a_f" width="100" height="73" alt="Many repeat customers learn to love the view out the big window up front. And it&#039;s not just pilot wannabees. (Illustration: John T. Lewis)" title="Many repeat customers learn to love the view out the big window up front. And it&#039;s not just pilot wannabees. (Illustration: John T. Lewis)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><strong><em>One charter operator is offering passengers an unusual seating choice: cabin or cockpit.</em></strong></p>
<p>Hopscotch Air, a small charter operator that uses five-seat single-engine Cirrus light airplanes, just celebrated its fifth anniversary, a notable accomplishment in this economy. The company—which focuses on short flights, primarily within a 300-mile radius of New York City—serves destinations throughout New England and as far south and west as Washington, D.C., and most of Ohio.</p>
<p>One of Hopscotch Air’s selling points is that you can ride up front, next to the pilot, if you want to. I think that’s a significant reason for the company’s continued marketing success: embracing the image of an uber taxicab—one that can get you from just outside New York City to Nantucket in an hour and a half—rather than trying to pretend to be flying you in a much larger “luxury jet.” The company assumes its customers will acknowledge that the inside makes them feel as if they’re sitting in a 7-series BMW, not an Upper East Side Manhattan penthouse.</p>
<p>In the video promo for Hopscotch Air, one of the pilots describes how he enjoys getting to know the passengers who sit right next to him. That comment got me thinking. The last message you’d hear from a traditional charter operator is, “You’ll be rubbing elbows with the pilot.” To some people, that’d be like hearing a tree surgeon say, “I just love being able to chat with my customers while I work.”</p>
<p>No, most passengers want to glimpse their pilots only twice—first, as they carefully examine the airplane before takeoff; and then, after a smooth, on-time landing, as they stand by the cabin door and say goodbye. In between, passengers prefer to imagine their pilots skillfully flipping switches, monitoring instruments and saying “roger” and “niner.”<br><br />
At Hopscotch Air, you can sit in one of the three back seats if you want to, of course. But according to the company, many repeat customers learn to love the view out the big window up front. And it’s not just for pilot wannabes. For some people who tend to be uneasy about flying in such a small airplane, it’s comforting to be able to listen in with the pilot’s conversations with air traffic control—understanding that in the unlikely event anything should go amiss, they’ll be among the first to know. After a trip or two, any residual fear of flying usually melts away.</p>
<p>As a pilot of small airplanes, I have to adjust my thinking to imagine not wanting to sit up front. I wondered how I could identify with people who prefer the back. Then I got it.<br><br />
Every once in a while, I get to ride to an airport with a limo service. As much as I love cars, I have no desire to sit up front with the limo driver. Especially with a zero-dark-thirty departure, I usually slide into travel mode the minute the door slams, focused on the next steps for ensuring an uneventful trip or on catching up on last-minute prep work. Other times, I simply cherish the chance to enjoy the solitude or to snooze. So I can see how business travelers who feel the same way would want to ride in the back of a Cirrus, or in the main cabin of a business jet.</p>
<p>Still, I’m really glad Hopscotch Air encourages its paying fares to enjoy the view from the very front row. It’s not for everyone, but those who try it gain a better understanding of why we pilots feel so passionately about what we do. </p>
</div></div></div>Wed, 26 Mar 2014 16:58:21 +0000Mark Phelps4461 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/exit-rubbing-elbows-with-your-pilot#commentsAirbus Helicopters' EC155B1http://bjtonline.com/business-jet-news/airbus-helicopters-ec155b1
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/cover_6.jpg?itok=8YLhoZuR" width="100" height="68" alt="Airbus EC155B1 helicopter in flight." title="On or off the water, the EC155 is a good neighbor with a low external-noise signature, thanks in part to its five-bladed main rotor and Fenestron-shrouded tail rotor." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><strong><em>Here's why the model sold poorly—and why you might want to buy it.</em></strong></p>
<p>It is one of the most famous lines in movie history. In the 1954 film On the Waterfront, Marlon Brando’s character bemoans falling short of his potential: “I coulda had class. I coulda been a contender,” he laments. If Airbus Helicopters’ EC155B and its updated B1 derivative could talk, they might say the same. (Eurocopter changed its name to Airbus Helicopters on January 8.)<br><br />
These medium twin helicopters are based on the proven technology of the AS365 Dauphin. That model dates back to the 1970s, and a version of it is the backbone of the U.S. Coast Guard’s HH-65<br><br />
“Dolphin” rescue fleet. The five-ton EC155 was intended to build on that tradition, adding improved engines and systems, a larger cabin and a slicker fuselage. When introduced in 1999, it was ­supposed to take the U.S. market by storm, deposing the Sikorsky S-76 as the preferred ride for the Wall Street set and gaining such acceptance in the offshore oil industry that the upcoming AgustaWestland AW139 would be pushed back into its Italian hangar. It did neither.<br><br />
Granted, it attracted two high-profile owners—former New York Daily News publisher Fred Drasner and Wayne Huizenga, the once majority owner of the Miami Dolphins football team who made a fortune in garbage collection and with Blockbuster video stores. For the most part, though, the EC155 never caught on with U.S. executives. Nor did it do well in the Gulf of Mexico, where its larger cabin should have helped it outshine the S-76. The model did sell better in Europe, but many of those sales were subsidized in one form or another. (Eurocopter/Airbus Helicopters is owned by EADS, which until recently was controlled by the French and German governments.) For example, the German Federal Police ordered 20. Using an EC155 for police work is like entering an aircraft carrier in a bass-fishing tournament.<br><br />
Through the end of 2012, only 147 EC155s had been made, which begs the question, why?<br><br />
It’s not as if the company doesn’t know its trade; it has produced some great and popular helicopters over the years, including single-engine models such as the AS350 AStar series and EC130 and market-leading twins such as the EC135 and EC145. So what happened?<br><br />
One problem may have been reticence on the part of operators to trust the manufacturer’s traditionally market-lagging product support (see chart). Also, I talked to several pilots who flew early EC155s and, while they praised its smooth flying characteristics and jet-like ride, they faulted it for a distinct lack of execution, citing reliability issues and insufficient engine power. The components that worked so well on the Dauphin failed regularly on the EC155. Problems surfaced with the electrical, air-conditioning and autopilot systems and the original engines made pilots nervous in certain situations, including landing and taking off in tight spots, loss of one engine and hover at higher elevations or hot temperatures.<br><br />
Eurocopter took this feedback into account and in 2002 released an improved variant, the EC155B1, with more engine power and improved systems. However, the EC155’s popularity continues to be retarded by the fact that its direct operating costs exceed those of the Sikorsky S-76 and Bell 430, which both come in at around $1,000 an hour. A 2003 EC155B1 has an hourly direct operating cost of about $1,700, according to the consulting firm Conklin &amp; de Decker. Increased fuel burn accounts for a small part of that; the EC155 drinks 95 gallons an hour compared with 88 for both the Sikorsky and the Bell. Higher components costs account for much of the rest.<br><br />
While maintenance access is considered easier on the EC155 than on the S-76 or Bell 430, the helicopter does require a minor periodic inspection every seven days or 15 flight hours. So basically, this rotorcraft needs to live with, or close to, a mechanic. That 7/15 inspection is not odious, says Bryan Clay, rotary-wing maintenance manager for Michigan-based Pentastar Aviation, which manages and maintains three air-ambulance EC155B1s for the University of Michigan Health System (UMHS) Survival Flight program. UMHS started taking delivery of its 155s in 2012 and already has put more than 600 flight hours on each one. Another 155 will soon be flying medevac for the ShandsCair program in Florida.<br><br />
“It’s been a really good aircraft and we haven’t run into anything that has been a major problem,” Clay says, noting that the anomalies encountered have been minor and not consistent across all three aircraft. He calls the performance of the 155s’ Turbomeca Arriel 2C2 engines (935 shaft horsepower each) “solid.” And they warm up quickly—going from light up to liftoff can take as little as 30 seconds.<br><br />
The reasons why UMHS chose the 155 are instructive: bigger cabin, more range. With the 155, UMHS can accept missions as far as 350 nautical miles away without refueling and carry pilot, patient and five medical professionals in the back; and the helicopters are equipped to fly single-pilot in instrument conditions. With a typical cruise speed of 151 knots, moreover, the EC155 can make those trips much more quickly. Eurocopter also agreed to provide the program with a substantial parts cache on consignment. The manufacturer offers mechanic training on the EC155 at its Grand Prairie, Texas campus. Pilots who want instruction with a full-motion, Level-D simulator for this aircraft need to go to HeliSim in Marseilles, France.<br><br />
For an aircraft in this category, the flat-floor passenger cabin is massive—235 cubic feet plus more luggage room (88 cubic feet) than you’ll find in some midsize jets. In utility configuration, there is space for 13 passengers; nicely appointed in executive configuration, the model offers comfortable seating for five to nine. Because of its comparatively small rotor disc diameter of 41.3 feet—smaller than that of the S-76 or AW139—the EC155 is ideally suited for insertion into tight spaces, such as the decks of super-yachts. In fact, noted aircraft interior designer Andrew Winch created a special EC155 cabin for this purpose and Huizenga was known to have his land on the helideck of his 228-foot yacht, The Floridian.<br><br />
On or off the water, the EC155 is a good neighbor with a low external-noise signature, thanks in part to its five-bladed main rotor and Fenestron-shrouded tail rotor. Inside the cabin, things can be a little loud without the right noise-dampening insulation.<br><br />
You can outfit the cockpit with the latest avionics, including those that provide for precision GPS approaches to airports, heliports or points in space. The revised autopilot, while an improvement, can still be temperamental if not treated with care. The price of a new EC155B1 with an executive cabin can easily approach $15 million; however, you can buy a 10-year-old one with fresh interior and avionics for less than $6 million. (If you want a project, you can pay millions less.)<br><br />
For what you get, that’s not a bad deal. Like Brando’s character at the end of On the Waterfront, the EC155 redeems itself. For the right owner, the B1 might still be a contender.&nbsp;</p>
<hr>
<p><em><a href="mailto:mhuber@bjtonline.com">Mark Huber</a>&nbsp;is a&nbsp;private pilot with experience in single-engine, multi-engine, turbine, amphibious, aerobatic&nbsp;and rotary-wing aircraft.</em></p>
</div></div></div><div class="field field-name-field-pdf field-type-file field-label-hidden"><div class="field-items"><div class="field-item even"><span class="file"><img class="file-icon" alt="" title="application/pdf" src="/modules/file/icons/application-pdf.png" /> <a href="http://bjtonline.com/sites/default/files/pdfs/ec155specsbjt.pdf" type="application/pdf; length=167462" title="ec155specsbjt.pdf">EC155B1 Specifications &amp; Performance</a></span></div></div></div>Wed, 12 Mar 2014 18:17:07 +0000Mark Huber4396 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/airbus-helicopters-ec155b1#commentsA Helping Hand in the Cabinhttp://bjtonline.com/business-jet-news/a-helping-hand-in-the-cabin
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/twc_aviation_flight_attendant34-web.jpg?itok=qidIVVno" width="100" height="67" alt="Flight attendants prepare and serve gourmet meals, help passengers navigate entertainment systems and provide life-saving help in an emergency. (Photo: TWC Aviation)" title="Flight attendants prepare and serve gourmet meals, help passengers navigate entertainment systems and provide life-saving help in an emergency. (Photo: TWC Aviation)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><strong>Flight attendants can improve the quality of your journey. Here's why, and what you need to know about these crewmembers.</strong></p>
<p>You may never charter a business jet that requires a flight attendant. No chartered aircraft with 19 or fewer passenger seats needs one, according to U.S Federal Aviation Administration and European Aviation Safety Agency regulations.</p>
<p>That doesn’t necessarily mean you won’t encounter an attendant aboard some flights, however. Charter operators routinely put them on large-cabin jets, and the practice appears to be expanding to midsize aircraft. “The [Gulfstream] G280, Hawker aircraft and [Bombardier] Challengers—more and more, we’re hearing operators are putting cabin attendants aboard as standard practice, particularly in charter situations,” says Louisa Fisher, director of emergency training and cabin safety at FlightSafety International. The trend is also spreading among corporate flight departments, says Kristina Bauer-Selten, a cabin attendant for one such department and a member of the National Business Aviation Association’s Flight Attendants Committee.</p>
<p>That’s good news for passengers, because cabin attendants can make a <a href="http://www.bjtonline.com/business-jet-news/tipping-points">big difference</a> in the quality of the flight experience. They can prepare gourmet meals, help passengers navigate entertainment and communication systems and provide lifesaving help in an emergency. They can also be helpful if travelers have special medical needs or simply desire extra pampering.</p>
<p>Charter providers, however, sometimes hesitate to put attendants on an aircraft unless there’s a seat outside the cabin for them. Midsize aircraft don’t have the enclosed attendant’s compartment that many large business jets include, but they may have a jump seat in the cockpit. If you don’t need a big jet but want an attendant, state your preference for an aircraft with such seating.</p>
<p>“Flight attendant” is the FAA’s designation for a cabin crewmember who has completed a training program approved by the federal agency, but since business jets don’t require flight attendants, their training varies widely, as do the names by which charter providers refer to them. Some such providers call these crewmembers “cabin attendants” regardless of certification level.</p>
<p>The FAA, EASA and other aviation agencies and organizations set certification requirements for attendants. Mandated training includes hands-on instruction in emergency procedures and operation of cabin, galley and emergency equipment. Training also covers dealing with unruly passengers and communication with the flight crew in the event of a hijacking or other unusual situation.</p>
<p>FlightSafety International’s training facility in Savannah, Georgia, uses fuselages configured identically to those of a variety of large-cabin aircraft, an indoor pool to practice ditching procedures and a “fire trainer” cabin where electrical and non-electrical fires are created. Training often also covers food safety and cooking, first-aid and survival techniques, hypoxia awareness, wing-surface contamination, safety-management systems, fatigue management, self-defense, Transportation Security Administration procedures, cultural awareness and differences and handling of hazardous materials. The FAA requires annual recurrency training for flight attendants.</p>
<p>The most basic role of a cabin attendant is caring for passengers’ dining and beverage needs, a task that includes sourcing food and drink and ensuring food safety and quality. Attendants who are limited to culinary duties are often called “cabin servers,” and at minimum a server should receive instruction in onboard food handling, but many undergo basic emergency training as well. Jenifer Felan, chief cabin attendant for California-based TWC Aviation, notes that its food servers must also be instructed annually in how to deal with medical and other emergencies and must be certified in aircraft-specific training programs developed by the company.</p>
<p>The National Business Aviation Association sanctions four levels of cabin crewmember certification under its Standards of Excellence in Business Aviation (SEBA) program. Corporate cabin crewmembers must have training in food handling, medical situations and crew-resource management. Senior corporate cabin crewmembers must also have aircraft-specific training, ground-safety training and business protocol and etiquette training. Lead corporate cabin crewmembers must additionally have advanced culinary training and training in high-altitude physiology, fatigue countermeasures and personal security. Manager/supervisor corporate cabin crewmembers require additional experience and industry involvement. (These programs meet FAA certification standards, according to FlightSafety’s Fisher.) SEBA certification requires recurrency training every 24 months, though committee members recommend annual training.</p>
<p>The International Standard for Business Aircraft Operations (IS-BAO) has also established standards for flight attendants that include meeting national regulation requirements and participating in an operator’s own ground and flight training and recurrency programs. Expanding adoption of this standard around the globe has been an impetus for placing more emphasis on cabin crew training, industry professionals say.<br /><br />
For cabin service that’s a cut above, a so-called flight purser, who has experience as lead flight attendant on an airline, brings additional qualifications that can include advanced culinary and emergency training and a private pilot’s license. “When we’re arranging a head-of-state charter, flight-purser qualification is going to be the requirement” for a cabin attendant, says Tracey Deakin, COO of charter broker Le Bas International.<br /><em><a href="mailto:jwynbrandt@bjtonline.com">James Wynbrandt</a>, a private pilot, is a regular <strong>BJT</strong> contributor who has also written for the </em>New York Times<em>, </em>Forbes<em> and </em>Barron’s<em>.</em></p>
</div></div></div>Wed, 26 Mar 2014 16:24:25 +0000James Wynbrandt4456 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/a-helping-hand-in-the-cabin#commentsSatisfying a Tough IRS Standardhttp://bjtonline.com/business-jet-news/satisfying-a-tough-irs-standard
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/810_jet-cal_fin-web.jpg?itok=OPcyhN1O" width="100" height="65" alt="The advantages of bonus depreciation are often over estimated, especially if an aircraft&#039;s availability for super-accelerated tax write-offs drives up the price. (Illustration: John T. Lewis)" title="The advantages of bonus depreciation are often over estimated, especially if an aircraft&#039;s availability for super-accelerated tax write-offs drives up the price. (Illustration: John T. Lewis)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em><strong>Placing your aircraft in service for tax purposes isn’t as simple as it may seem. As one case demonstrates, you could pay a big penalty for mistakes.</strong></em></p>
<p>To start writing off your newly acquired jet for tax purposes in the U.S. you have to do more than buy it; you have to “place it in service” in your business. In recent years, the availability of “bonus” depreciation has only upped the ante on satisfying this Internal Revenue Service requirement.</p>
<p>According to conventional wisdom, to place an aircraft in service, it’s enough to fly a few business trips. That’s obviously what insurance-agent-to-the-stars Michael D. Brown thought when he bought his factory-new Bombardier Challenger 604 in 2003. Unfortunately for him, the U.S. Tax Court disagreed.</p>
<p>Brown decided to buy the Challenger to take advantage of bonus depreciation, which would allow him to write off 50 percent of the $22 million purchase price against his 2003 taxable income. He signed a contract on December 16 and took delivery of the airplane in Portland, Oregon, on December 30, just in time to qualify for 2003 bonus depreciation. To cram in some business flights before year-end, he flew immediately to Seattle, ostensibly for a business lunch, and later that day took the aircraft to Chicago for another quick business meeting at a Midway Airport pizza restaurant.</p>
<p>The Tax Court’s description of these flights and of the factual inconsistencies in Brown’s accounts and records concerning them is dripping with skepticism. Moreover, Brown didn’t do himself any favors three years later when the IRS audited him and he asked the people he’d met with to sign backdated letters he wrote recounting the business value of the meetings.</p>
<p>But his biggest mistake was seemingly the most innocuous. Prior to closing on the airplane, Brown signed a work order with Midcoast Aviation, which had completed the aircraft, to install a conference grouping and larger display screens, both of which he steadfastly maintained were needed for his business use of the aircraft. Promptly after his hectic end-of-year flights, the Challenger returned to Midcoast for the additional work.</p>
<p>Brown no doubt emphasized that his business necessitated the post-closing installations because he wanted to make sure that the $500,000 cost of the improvements would be tax-deductible. In doing so, he shot himself in the foot, for the Tax Court concluded that, if the installations really were necessary, then the aircraft wasn’t ready to be placed in service for Brown’s business use in 2003, and he wasn’t entitled to commence depreciation for tax purposes that year.</p>
<p>According to Brown’s own testimony, the court observed, “his insurance business required that the airplane have a conference table and the larger screens so he could make his PowerPoint presentations to clients and other agents—and those presentations were not a peripheral part of his business.” Even though he had arguably used the aircraft in business in 2003, he failed to place it in service that year because, until the modifications were completed, the aircraft was not “ready and available for full operation on a regular basis for its specifically assigned function” and thus “wasn’t sufficient to meet his specific business needs.”</p>
<p>The Tax Court was clearly determined to hang Brown, who reportedly settled with the IRS for $20 million in back taxes and penalties. But the case also sheds light on what it takes to start the IRS depreciation clock ticking on an aircraft by “placing it in service.” In the 1966 Sears Oil case, a barge was delivered to the taxpayer before year-end, but the taxpayer couldn’t make business use of it until the following year because it was frozen fast in an icy canal. The court allowed tax depreciation to commence in the year of delivery, noting that deterioration of the barge had already begun and that the taxpayer was prevented from using the boat by circumstances beyond its control.</p>
<p>Citing Sears Oil, the Brown court concluded that “it’s possible for a taxpayer to place an asset in service for a certain tax year even without using it that year.” However, to be considered as “placed in service” in a given year, the court said, the aircraft must be “available for its intended use on a regular, ongoing basis” that year, though circumstances beyond your control may prevent you from using it.</p>
<p>Does this mean you can dispense with those business flights that aviation lawyers make their clients take every December after their aircraft are delivered? Hardly. Unless your aircraft is frozen in a canal or the like, it’s still important to fly it for business purposes in the year you take delivery. But don’t send an administrative assistant from the New York office to deliver a package to the Philadelphia office on December 31 in your brand-new Gulfstream G650 and call that your business trip. On the contrary, the business flights should be genuine, involve company personnel that would be typical passengers and be the kind of trips you would use the aircraft for. And the more flights the better. Brown also illustrates the importance of accurate and contemporaneous documents and records regarding the business flights.</p>
<p>The key message of the case, though, is that the IRS will be looking to see whether the aircraft is capable of fulfilling your specific business functions. Suppose, for example, that the main reason to purchase a business jet is to ensure that the CEO is in touch with the company at all times while traveling. You will be hard-pressed to show that that business function was met in the year of delivery if telephones and Wi-Fi weren’t installed until the following year.</p>
<p>Finally, be realistic about the value of taking depreciation on an aircraft, the benefit of which is simply the time value of money. The advantages of bonus depreciation, for example, are often overestimated, especially if an aircraft’s availability for super-accelerated tax write-offs drives up the price. Brown was so desperate to get bonus depreciation in 2003 that he bought a jet with the wrong interior in December only to put the aircraft down a few days later for a $500,000 retrofit in January. The opportunity cost on $22 million probably added at least another $100,000 expense. Tax benefits are important, but it’s worth considering all relevant factors before allowing them to determine your aircraft purchase. </p>
</div></div></div>Wed, 26 Mar 2014 14:32:10 +0000Jeff Wieand4446 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/satisfying-a-tough-irs-standard#comments12 Terrific Restaurants You've Probably Never Heard Ofhttp://bjtonline.com/business-jet-news/12-terrific-restaurants-youve-probably-never-heard-of
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/cover_8.jpg?itok=7F9s_rOX" width="100" height="68" alt="Las Brumas Grill &amp; Cafe, San Salvador, El Salvador" title="Las Brumas Grill &amp; Cafe, San Salvador, El Salvador" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em>Last year, several of our favorite travel writers reported on the finest little-known hotels and resorts they'd discovered (</em>"<a href="http://www.bjtonline.com/business-jet-news/11-great-hotels-and-resorts-youve-probably-never-heard-of">11 Great Hotels and Resorts You've Probably Never Heard Of</a>," February/March 2013<em>). Now it's mealtime. For this feature, we asked some of our globetrotting contributors to write about restaurants they love but that our readers probably haven't heard of. Here are their reports.</em></p>
<p><strong>La Roca el Balcon </strong>(Nogales, Mexico)</p>
<p><span style="line-height: 1.538em;">Tucson has excellent Mexican restaurants, so it takes a pretty special one to draw locals across the border, 60 miles to the south. La Roca el Balcon, in downtown Nogales, Sonora, Mexico, does just that.</span> The 42-year-old establishment is a crown of authenticity. Set against a rocky hillside above a tiled courtyard with a splashing fountain and big magnolias on a cobbled side street, it’s a formal, cavernous space with old-world styling. Yet it offers an informal atmosphere where wandering musicians play well and also know when to allow you privacy. La Roca is a splendid spot for lunch, dinner and Sunday brunch. Sonoran cuisine abounds, with classic regional offerings of beef, chicken and especially fresh fish. White-jacketed waiters expertly manage service, and big chalkboards brought to your table describe daily specials. Private rooms accommodate business and social gatherings. If you go from the U.S. (an easy drive down I-19 from Tucson), it’s best to park at one of the several well-run lots in the twin city of Nogales, Arizona; from there, it’s a quick stroll across the border to the restaurant. —<em>Joe Sharkey &nbsp;</em></p>
<p>Info<em>:&nbsp;</em><a href="http://larocarestaurant.com">larocarestaurant.com</a>, (520) 313-6313</p>
<p><strong style="line-height: 1.538em;">Sudachi&nbsp;</strong><span style="line-height: 1.538em;">(Jackson Hole, Wyoming)</span></p>
<p>Sushi probably isn’t the first thing you’d associate with Wyoming, but Jackson Hole, the well-known hotspot for super-affluent vacationers, isn’t your typical Wyoming town. Sudachi, one of its best restaurants, is beloved by locals for its New York/Seattle-quality sushi and such other dishes as lobster wrap with&nbsp;Kobe beef sashimi, and spicy tuna on crispy rice. The mixed drinks and deserts are fabulous as well. Sudachi’s chic, Japanese-modern atmosphere and attentive, knowledgeable staff complete the package. Jackson Hole residents bring out-of-town guests here toshow off a jewel of their town’s high-quality cuisine scene. —<em>James Ullrich</em></p>
<p>Info: <a href="http://sudachijh.com">sudachijh.com</a>, (307) 734-7832</p>
<p><strong style="line-height: 1.538em;">Frog Hollow Tavern </strong><span style="line-height: 1.538em;">(Augusta, Georgia)</span></p>
<p><span style="line-height: 1.538em;">Augusta’s downtown dining scene has exploded over the past 10 years and if you are in town for the annual Masters Golf Tournament, you owe it to yourself to venture into the city. None of the 29 locally owned dining establishments will disappoint, but head first for the Frog Hollow Tavern, where a modern restaurant-meets-bar atmosphere blends comfortable seating, attentive service and exquisite cuisine.</span> Chef Sean A. Wight’s dinner menu features ultra-fresh, mainly local and regional ingredients. Try the wild caught shrimp, pork lardons, house-made andouille sausage and local tomatoes over organic Anson Mills grits, or perhaps cornmeal-dusted North Carolina flounder and caramelized Vidalia onions. The wine list boasts more than a hundred labels that focus on sustainable, organic practices. The bar also features&nbsp;exceptional classic cocktails, all made with fresh-squeezed juices and homemade mixes. Walk off your meal with a stroll along the bricked Augusta Riverwalk—<em>Debi Lander</em></p>
<p>Info: <a href="http://froghollowtavern.com">froghollowtavern.com</a>, (706) 364-6906</p>
<p><strong style="line-height: 1.538em;">Olivar (</strong><span style="line-height: 1.538em;">Seattle)&nbsp;</span><br><br />
Seattle visitors often opt for a dinner at the touristy, overpriced Pike Place Market, but a better bet would be the little jewel called Olivar. Situated in the trendy Capitol Hill neighborhood, it delivers Mediterranean cuisine prepared by top-flight chefs who bring a succulent slice of the warm Med to the cold Pacific Northwest. Cozy and unpretentious, the restaurant boasts a casual atmosphere that fits the personality of its regulars. Favorites include spicy mussels with Spanish herbs, lamb pancetta atop crostini laced with a white bean paste, charcuterie plates with duck terrine, pork pâté and chorizo and lightly seasoned Spanish tapas. Portions are generous, ingredients are fresh and prices are reasonable. Arrive early to beat the locals, who consider Olivar a treat worth leaving the seafood houses for. —<em>James Ullrich</em></p>
<p>Info:&nbsp;<span style="line-height: 1.538em;"><a href="http://olivarrestaurant.com">olivarrestaurant.com</a>, (206) 322-0409</span></p>
<p><strong>Pirogue Grill</strong> (Bismarck, North Dakota)<br><br />
<span style="line-height: 1.538em;">At Pirogue Grill, one of the Rocky Mountains’ best eateries, locals and politicos jockey for tables to savor meat straight from the prairie: sausage made from locally raised venison, tender bison medallions and the finest green-pasture-fed, melt-in-your-mouth steak.</span> Proprietors Stuart and Cheryl Tracy named the restaurant after Lewis and Clark’s dugout canoe, and like the two famous explorers, they’ve mapped new territory, serving up such specialties as North Dakota bison osso buco with gremolata, New Zealand butterfish with red pepper and sautéed petrale sole with lemon-and-caper butter sauce.&nbsp;Stuart, who trained at the Culinary Institute of America and was on the Pebble Beach Golf Tournament’s Culinary Team, was chef at the Sonoma Mission Inn &amp; Spa and at The Rivery near Bismarck. The elegant but casual 70-seat eatery features locally sourced seasonal ingredients. All stocks, sauces, breads and desserts are made from scratch, and diners can watch the chefs work through an open archway with a view of the kitchen.—<em>Margie Goldsmith</em></p>
<p><span style="line-height: 1.538em;">Info:&nbsp;<a href="http://piroguegrille.com">piroguegrille.com</a>, (701) 223-3770</span></p>
<p><strong style="line-height: 1.538em;">Las Brumas Grill &amp; Café</strong><span style="line-height: 1.538em;"> (San Salvador, El Salvador)</span><br><br />
<span style="line-height: 1.538em;">Central America’s “a la plancha” (on the grill) cooking tradition is practiced to perfection here, amidst a volcano-side setting of lush gardens and landscapes overlooking San Salvador.</span> Built in 2009 on the grounds of a former coffee farm, Las Brumas (The Mists) features charcoal-grilled meats and seafood—beef, chicken, rabbit, pork, fish and shrimp—prepared by haute cuisine-trained chefs. Appetizers including pupusitas, empanadas, postelitos and yucca con chicharron, and accompaniments of locally grown grilled eggplant, zucchini, carrot, potato and corn provide as panoramic a view of Salvadoran cuisine as diners enjoy of the valley and El Picacho volcano. Finish your feast with postres (desserts) made on the premises, and 100-percent Salvadoran coffee. The main building occupies the former colonial estate’s refurbished house, which&nbsp;is surrounded by lush gardens and stands of pine and cypress. Trails weaving through the property provide a pleasant way to work off your meal.—<em>James Wynbrandt</em></p>
<p>Info:&nbsp;<a href="http://lasbrumas.com">lasbrumas.com</a>, (503) 2508-0454</p>
<p><strong style="line-height: 1.538em;">Luzzo’s (</strong><span style="line-height: 1.538em;">New York City)</span><br><br />
<span style="line-height: 1.538em;">A lot of people claim to have discovered New York’s best pizza place, but I really have. Located in the East Village, Luzzo’s serves thin-crust pie that tastes perfect: it’s fresh and flavorful, with just the right crispy/chewy mix, and never greasy (you won’t feel bloated the next day). Also notable are the Cesare and rucola salads, fried Carciofi (artichokes) and fried dough balls with Nutella (off-menu) for dessert.</span> Almost better than the food are the attentive service, familial atmosphere and wine list. Children will love the quirky décor (chairs and lamps hang upside-down from the ceiling) and adults will appreciate the wide selection of well-chosen Italian wines. —<em>Jennifer Leach English</em></p>
<p>Info:<a href="http://luzzosgroup.com">&nbsp;luzzosgroup.com</a>, (212) 473-7447</p>
<p><strong style="line-height: 1.538em;">Ballymaloe House Restaurant (</strong><span style="line-height: 1.538em;">Cork, Ireland)</span></p>
<p><span style="line-height: 1.538em;">This restaurant, part of the 17th century family-run Ballymaloe Country House Hotel, is itself almost enough to justify a trip to Ireland. Fish, poultry and meat are sourced locally, but everything else is from the Ballymaloe farm: fruits and vegetables are grown in the walled garden; cheese and dairy products, including the thickest fresh cream you’ll ever taste, come from the dairy; and biscuits, breads and desserts are made from scratch. Menus are based on fresh catch and whatever is ripe, such as runner beans, courgettes, globe artichokes, kale and cabbage.</span> The dining room, with its soft lighting, crystal and fine china, is romantic even at breakfast, when you can have eggs, bacon, sausages and homemade rhubarb, ginger, gooseberry and elderflower jams. Lunch offers a choice of a three-course repast or light meal including homemade cheeses, and dinner is a five-course extravaganza with soup, salad or sorbet, fresh fish, seasonal vegetables, pâté and terrines, and sumptuous desserts. All are served with excellent wines from the extensive wine cellar. The Friday night hors d’oeuvres buffet with the best Irish seafood plus Ballymaloe’s smoked mackerel and hake is not to be missed. —<em>Margie Goldsmith</em></p>
<p>Info:&nbsp;<a href="http://ballymaloe.ie">ballymaloe.ie</a>, +353 (0)21 4652 531</p>
<p><strong style="line-height: 1.538em;">Les Terrasses de Lyon (</strong><span style="line-height: 1.538em;">Lyon, France)</span></p>
<p><span style="line-height: 1.538em;">If you travel to Lyon and want to have a feel for the culture of France’s second city and its historical link to Italy, Les Terrasses de Lyon (aka La Villa Florentine) is the place to go. As his grandmother was Sicilian, chef Davy Tissot has recently created a menu that wonderfully reinvents some Italian dishes. And don’t miss the Amaretti à l’orange, a dessert that will be a perfect match for a glass of natural sweet wine—among the wine list’s best-kept secrets.</span> Maybe as important as the great and original food is the incredible view you get of Lyon’s Renaissance district. You also will see the modern bridges on the Saône river, which are famous for their beautiful night lighting. And the service is perfect; the waiters and waitresses have a relaxing sense of humor. Les Terrasses de Lyon offers a consistently wonderful experience—and a romantic one,&nbsp;if you visit with your loved one. The restaurant has one Michelin star and, after visiting,&nbsp;you may well wonder why it does not have a couple more.—<em>Thierry Dubois</em></p>
<p>Info: <a href="http://villaflorentine.com">villaflorentine.com</a>, +33(0)4 72565656</p>
<p><strong style="line-height: 1.538em;"><span style="line-height: 1.538em;">El Olivo (</span></strong><span style="line-height: 1.538em;">Mallorca, Spain)</span><br><br />
<span style="line-height: 1.538em;">Adjacent to the small medieval hilltop town of Deià on the northwest coast of Mallorca, you’ll find an unexpected five-star hotel. Twin historic manor houses, gardens dotted with orange trees, an olive plantation and important collections of sculptures make up the grounds of La Residencia. The hotel’s Michelin-starred El Olivo ranks among the best restaurants in Spain.</span> Executive chef Guillermo Méndez and his team like to blend the flavors of the Mediterranean with the best imported products, as well as organic produce from the hotel gardens. The restaurant staff will guide you through the tasting, à la carte and vegetarian menus while you dine amid flickering candlelight in the majestic surroundings of the Tramuntana Mountains. Select from&nbsp;the excellent wine list, which, year after year, has achieved an Award of Excellence from Wine Spectator. —<em>Debi Lander</em></p>
<p>Info:&nbsp;<span style="line-height: 1.538em;"><a href="http://hotel-laresidencia.com">hotel-laresidencia.com</a>, +34 971 63 6046, (800) 237-1236 (reservations essential)</span><span style="line-height: 1.538em;">&nbsp;</span></p>
<p><strong>Blanchy Street </strong>(Ho Chi Minh City, Vietnam)<br><br />
<span style="line-height: 1.538em;">This restaurant, which opened last year, is the laidback sister to late-night drinking and dancing den Blanchy’s Tash. Set within a French colonial property along up-and-coming “Alley 74D,” it is named after Paul Blanchy, Saigon’s first French colonial mayor.</span> Australian chef Martin Brito’s menu of Japanese-inspired, pan-Asian cuisine with a South American accent pays lip service to his former posting at Nahm, the first Michelin-starred Thai restaurant in Europe, and six-year tenure at Nobu London. Options range from light and fresh to devilishly decadent: crabmeat salad is complemented by a citrus dressing with crispy shallots and cucumber, while hand-chopped Norwegian salmon tartare with wasabi and tobiko is buttery soft and melts in the mouth. But the must-try standouts are Brito’s crispy pork belly, braised for eight hours then fried and served with a miso sauce; and a half-chicken marinated for three days, pan roasted and served with a side of the chef’s secret signature sauce. Be warned: it’s addictive. —Gemma Price</p>
<p>Info:&nbsp;<a href="http://blanchystreet.com">blanchystreet.com</a>, +84 8 3823 8793</p>
<p><strong style="line-height: 1.538em;">Sugar Palm (</strong><span style="line-height: 1.538em;">Siem Reap, Cambodia)</span><br><br />
<span style="line-height: 1.538em;">One of Siem Reap’s greatest institutions, Sugar Palm serves the best Khmer food in town. Owner and chef Kethana Dunnet returned from exile in New Zealand in 2003 to reintroduce Cambodian cooking styles and recipes lost during the Khmer Rouge era; after opening the first Sugar Palm in the capital, Phnom Penh, she built this traditional Khmer timber house in Siem Reap—the jumping off point for the Angkorian temple complex—to house her second outlet in 2006.</span>Kethana’s sweet-sour pomelo salad with sliced pork, dried shrimp, silver noodles and mint and tossed with a citrus-based dressing is refreshing and moreish, but her soufflé-like fish amok—a decadent, coconut-cream-based snakehead-fish curry steamed in a palm leaf—is to die for. Besides being a fine choice for dinner, Sugar Palm is a great spot to take a cooking class: Kethana even schooled Gordon Ramsey on the finer points of Khmer cuisine when Ramsey was filming his Great Escape series in 2010.—<em>Gemma Price</em></p>
<p><span style="line-height: 1.538em;">Info: <a href="http://thesugarpalm.com">thesugarpalm.com</a>, +855 63 964 838</span></p>
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<p><strong><span style="line-height: 1.538em;">About the Contributors</span></strong></p>
<p><strong><em><a href="mailto:tdubois@bjtonline.com)"><span style="line-height: 1.538em;">Thierry Dubois</span></a></em></strong><i>, who lives in France, writes regularly for </i><span style="font-family: WorthGothic;"><b><i>BJT </i></b></span><i>sister publication </i>Aviation International News<i>…</i><a href="mailto:english@bjtonline.com)"><span style="font-family: WorthGothic;"><b><i>Jennifer Leach English</i></b></span></a><i>&nbsp;is </i><span style="font-family: WorthGothic;"><b><i>BJT</i></b></span><i>’s editorial director...New York City-based </i><a href="mailto:mgoldsmith@bjtonline.com)"><span style="font-family: WorthGothic;"><b><i>Margie Goldsmith</i></b></span></a><i>&nbsp;has visited 122 countries and written about all of them…</i><a href="mailto:dlander@bjtonline.com"><span style="font-family: WorthGothic;"><b><i>Debi Lander</i></b></span></a><i>&nbsp;is a Florida-based travel writer…</i><a href="mailto:gprice@bjtonline.com"><span style="font-family: WorthGothic;"><b><i>Gemma Price</i></b></span></a><i>, who lives in Vietnam, covers travel, culture and lifestyle in Asia for such publications as </i><span style="font-family: WorthGothic;">Time</span><i> and </i><span style="font-family: WorthGothic;">Condé Nast Traveler</span><i>…</i><span style="font-family: WorthGothic;"><b><i><a href="mailto:jsharkey@bjtonline.com">Joe Sharkey</a>&nbsp;</i></b></span><i>writes the </i><span style="font-family: WorthGothic;">New York Times</span><i>’ On the Road column…</i><a href="mailto:jullrich@bjtonline.com"><span style="font-family: WorthGothic;"><b><i>James Ullrich</i></b></span></a><i>&nbsp;is a Seattle-based freelance writer…Longtime </i><span style="font-family: WorthGothic;"><b><i>BJT</i></b></span><i> contributor </i><a href="mailto:jwynbrandt@bjtonline.com"><span style="font-family: WorthGothic;"><b><i>James Wynbrandt</i></b></span></a><i>, a private pilot, has written for the </i><span style="font-family: WorthGothic;">New York Times</span><i>, </i><span style="font-family: WorthGothic;">Barron’s</span><i> and </i><span style="font-family: WorthGothic;">Forbes.</span></p>
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</div></div></div>Fri, 14 Mar 2014 18:48:38 +0000BJT Staff4411 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/12-terrific-restaurants-youve-probably-never-heard-of#commentsIndustry Insider: NetJets Chairman and CEO Jordan Hansellhttp://bjtonline.com/business-jet-news/industry-insider-netjets-chairman-and-ceo-jordan-hansell
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/jordanhansell_netjets193_web.jpg?itok=EKehJGQT" width="100" height="53" alt="“There is virtually nothing I am doing now that I would have anticipated. So much of life is serendipity.” (Photo: Bill Bernstein)" title="“There is virtually nothing I am doing now that I would have anticipated. So much of life is serendipity.” (Photo: Bill Bernstein)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em>Jordan Hansell became chairman and CEO of NetJets in 2011, just two years after coming onboard as chief administrative officer and general counsel. Under his direction, the fractional-share provider launched Signature Series, a program whose goal is to refresh and unify the fleet with custom-designed cabins. The company is also putting a footprint in Asia with NetJets China Business Aviation, which will initially focus on providing aircraft management services.&nbsp;<br><br />
<span style="line-height: 1.538em;">NetJets is a subsidiary of the publicly owned Berkshire Hathaway, and Hansell considers that a major advantage. Thanks to the parent company, he told me, “we have patient capital and a relatively low cost of capital. So we can make decisions that nobody else can make. We can take a much longer-term view. We can weather the natural fluctuation of the private aviation market in ways that nobody else can.”&nbsp;</span></em><br><br />
<span style="line-height: 1.538em;"><em>I had never met Hansell before I sat down with him in the NetJets-dedicated boardroom at New Jersey’s Teterboro Airport to conduct this interview. I found him to be punctual (he arrived an hour early for our meeting and also for a subsequent photo session), straightforward, focused and exceedingly bright. I’d been warned to not ask many personal questions since “Jordan is very humble and likes to keep the focus on NetJets,” and I was prepared for guarded responses. On the contrary, his answers to my questions were often personal and revealing of character.<br><br />
Though he’s a youthful 43, Hansell comes across as wise beyond his years with distinctly old-school values and a strong focus on the importance of family and personal integrity. As a high-achieving law student, he fully intended to run for public office but wound up applying his abilities to the corporate world. He was profoundly affected by the 1998 loss to cancer of his brother John and you get the sense that he conducts his life purposefully and does not take one minute of his time for granted. </em><br><br />
<strong>When you look back on your career, do you see a linear path that brought you to where you are now? </strong><br><br />
No, no. I always laugh if anybody asks me that. There is virtually nothing I am doing now that I would have anticipated. I would not have known I was going to live where I live or have the number of children that I have. I would not have known I would be in a business like this or that I would hold a position like I do. So much of life is serendipity.<br><br />
Since I was a little kid, I wanted to be a politician. So I got a political science degree. I went to law school. I got a master’s in public policy. I thought I wanted to run [for political office], but I ultimately decided that it was probably not a fair thing to do to my family—nor was I convinced that I had the patience required. I also discovered that I have a fascination for building the proverbial mousetrap—for trying to create something and improve upon it. So the idea of getting into business started to appeal to me more and more while I was practicing law.<br><br />
<strong>Did your training as an attorney help prepare you for the role of CEO? </strong><br><br />
First and foremost, the concept of legal training is that you are never going to know everything, so they don’t try to teach you everything. They try to teach you how to think—how to learn something in rapid order and understand it, discard what is unimportant and focus on what is important. I don’t think you get that in any other professional training, to the same degree.<br><br />
But it doesn’t teach us squat about how to manage anybody. So that ends up being a different game altogether. How to motivate a team is a constant focus for us—to make sure the team is pulling together and operating effectively.<br><br />
<strong>When you hire, how do you decide whether someone will be effective on that team? </strong><br><br />
One of the things I do when I hire [high-level] people is ask what makes them uncomfortable with a boss. One gentleman said, “Well, he would go around me and talk to my team instead.” And I thought: you are not going to fit [in at NetJets]. We have got to go around sometimes, because [managers] have a lot going on and they may not know certain information. My promise to them is that I will not ever do anything or form an opinion until I talk to them about it. If all I do is come back and give you the information, we are all better off. You want people who are trying to solve the problems that we are facing and are not distracted by things of a personal nature that are specific to them.<br><br />
<strong>When you interview prospective employees, what else do you look for? </strong><br><br />
One: Do you have the intellectual horsepower to do what we need you to do? Because it is not an uncomplicated business. Two: Do you have the integrity to do what we need you to do? As my boss [Warren Buffett] says, intellect with lack of integrity is a bad combination. So, are you honest and straightforward? Are you going to think about the good of the entity before thinking about the good of yourself? Are you willing to try and make the overall project succeed?<br><br />
<strong>How do you determine whether an interviewee has those qualities? </strong><br><br />
I’ll ask them to define corporate politics for me. [I’ll say], “Give me an example of when you have had to play them, how you did it, and when you have had to stop it.” Then you let people talk. They will either make their case, or they will end up burying themselves. I also will ask them to give me an example of a boss they did not like and why.<br><br />
<strong>NetJets is known for its emphasis on safety. </strong><br><br />
We have spent over $100 million a year training our pilots. We design protocols hand in hand with FlightSafety, with training programs specific to certain airfields and conditions.<br><br />
Occasionally we have owners who get frustrated if everybody else is taking off—Aspen is a classic example—and we tell them we can’t go. If we can’t get you out on one engine, we are not going. And we say to our crew, “We will back you up in those circumstances.” We are here to serve the owners, to provide service they can’t get anywhere else, and that means that if it is a safety issue, the pilot decides. We may inconvenience [customers] on occasion but we are only going to do it for their safety.<br><br />
<strong>Have you seen a big change in attitude toward business aviation since the recession? </strong><br><br />
What I am hearing [people] say is that they want to get back to [flying privately]. And they will say, “I am trying to get to all of these places to do all of these things and I can’t.” Frankly, the thing that is somewhat disheartening is denigration of the industry. Customers will say that if the politicians would quit beating them up, they would do what they think is best for their businesses and their families.<br><br />
<strong>We hear that a lot too, but I have always wondered whether someone who uses business aviation really cares what Washington thinks of them. </strong><br><br />
Of course they do. That is human nature. So it is important that people are careful of what they say in the public arena.<br><br />
<strong>Some people speculate that market conditions have permanently changed since 2008. </strong><br><br />
I don’t like the phrase “the new normal.” It doesn’t make any sense. Do I think there is a different cultural tendency between those who went through the Great Depression in the 1930s and those who came after? Sure. And there are some remarkable statistics coming out of the 2008–2009 financial crisis and I am not trying to downplay those. But it is not a lost decade. We have safety nets we did not have [in the 1930s]. We have not seen the long-standing global contagion that they saw then. I am not seeing people saying, “I am a different person than I was before and I think about the world materially differently than I did.”<br><br />
<strong>You seem to take your time at NetJets when moving into new markets. </strong><br><br />
There are competitors of ours who are just trying to place planes on somebody else’s certificate. I mean, good luck. That’s fine for them, but we want to control what we are providing. We have worked very hard at perfecting it. It’s a risky business. We are not comfortable letting someone use our brand—which we think stands for very high levels of safety and service—and do it their way, [just so we can] take whatever incremental revenue we can get from that. It is not remotely worth it.<br><br />
<strong>I have noticed you don’t put a huge emphasis on celebrity endorsements. </strong><br><br />
Well, we have a public relationship with Roger Federer. He is terrific. But most of our flyers want anonymity from the outside world. I can think of a lot of famous people who fly with us who don’t want to be part of a campaign of any kind.<br><br />
<strong>Who were your early influences? </strong><br><br />
My father and mother. Everyone in my family is a lawyer. My brother was a lawyer, my wife is a lawyer, my father is a lawyer and my mother is a psychologist—so she keeps the rest of us sane. I had kind of this sickeningly sweet upbringing. My parents cared about their kids. They wanted to give us what we were willing to try to earn. It was this Midwestern sensibility. They didn’t have expectations for us and there was never any pressure for us to do anything.<br><br />
<strong>Do you put a lot of pressure on yourself? </strong><br><br />
Yeah, mostly. My parents in my eyes were successful people. They had strong personal lives, they had a strong relationship—they still do. They had succeeded in their areas of professional endeavor and so I wanted to be like them.<br><br />
<strong>Were you intimidated at first by Warren Buffet? </strong><br><br />
Yes, of course. I have worked for presidents of the United States, I have worked for Supreme Court justices, I have worked for Warren, I have worked for my father. They are all intimidating but not to the point where you can’t perform your obligations.<br><br />
<strong>How do you plan for interactions with Buffett? </strong><br><br />
You want to be thoughtful and prepared and helpful. The goal is that he feels comfortable with my judgment, the judgment of the team and the operations of the company. [I ask myself], “What would I want to know if I were him? How can I convey it to him as efficiently as possible?”<br><br />
<strong>You have said he wants to be the first to know if there is bad news. </strong><br><br />
He has a rule that he wants to know first. And he’s usually quite sanguine about it. Not that he thinks bad news is good, but he has 86 subsidiaries, some which are just enormous. He has been at this for years, and there is not a thing Warren hasn’t seen, so I am not usually coming in with something that is unique.<br><br />
<strong>So you don’t dance around the issue if the news is bad? </strong><br><br />
I never do that. I cut to the chase. I try to take as little of his time [as I can] and make sure he understands exactly what he needs to know. I would give that advice about [having a difficult conversation with] anybody. Never beat around the bush, and if you made a mistake, start with: “I made a mistake.” Most people aren’t going to be mad at you because you made a mistake, unless you make the same one over and over. They are going to appreciate that you went in and said, “I think I made a mistake, and here is what I am going to do to fix it.”<br><br />
I have that same rule with anyone who is working with me. We have plenty of challenges—what we need are solutions. If you come in with something you think we should know about, [you should] have also thought about how you would fix it. It may not be that we take your advice exactly, but it is sure going to help us to start getting to the right answer.<br><br />
<strong>How do you balance your intense work travel with having a young family? </strong><br><br />
First, I have a terrific spouse. Before I took this job I discussed it with her, and if she had said, “this isn’t a good fit,” I wouldn’t have done it. She is hyper-competent and runs everything in our personal lives, including our finances. She is smarter than I am by a long shot.<br><br />
<strong>Do you have any downtime? </strong><br><br />
I try to. I used to run triathlons. And I would like to do more, but that is really not reasonable on this schedule. That sort of thing goes by the wayside in place of more important things like [my kids’] recitals and concerts.<br><br />
<strong>Is a good work/life balance even possible for big-company executives in today’s world? </strong><br><br />
If you are rising in an organization and taking on greater responsibility, there is no cardinal sin in saying you are not capable of spending or willing to spend the time doing [that job]. The problem is if you take it on and then shirk it. True balance, especially as you get more and more responsibility in the workplace, is very hard to come by, because there are a whole lot of people relying on you. I view the 6,000 NetJets employees—their livelihoods, their professional development—as my responsibility. So that drives a balance that is out of balance. I would love to coach my kids’ athletics but that is an example of something I had to give up [to be CEO of NetJets]. I try to make it up to them in other ways.<br><br />
<strong>What have you learned about life? </strong><br><br />
When I lost my brother, I realized how impermanent all of this is. You focus on the things that matter as best as you can. And even then you don’t get the balance right. There are lots of things that are out of your control. Focus on what is in your control. Try to satisfy yourself and your family. It is not a question of material gain. It is a question of looking back at the end of the day and saying, “Am I satisfied with what I have contributed and with what we have done?” That infuses everything I do now. I think I am fairly straightforward and unadorned; I am competitive as all get-out, but I don’t have much of an ego. What makes me interested is, collectively, are we succeeding, and is everybody pitching in, trying to get something accomplished that is extraordinary?</span></p>
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<p class="p1"><b style="line-height: 1.538em;">Résumé: Jordan Hansell</b></p>
<p class="p2">BIRTHDATE: Oct. 20, 1970 (Age 43)</p>
<p class="p2">POSITION: Chairman and CEO, NetJets Inc.</p>
<p class="p2">PREVIOUS POSITIONS: President, NetJets. Chief administrative officer and general counsel, NetJets. Ten years at Iowa-based law firm Nyemaster Goode.</p>
<p class="p2">EDUCATION: B.A. in political science (summa cum laude), Duke University. Master’s in public policy, University of Michigan. J.D., University of Michigan Law School (magna cum laude).</p>
<p class="p2">PERSONAL: Lives in Canal Winchester, Ohio, with wife Silvia and three children.&nbsp;</p>
<p class="p2"><span class="s1">CHARITIES: John J. Hansell Memorial Scholarship (for high school students), Duke University Scholarship Fund and Columbus Metropolitan Library.</span></p>
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<p><span style="line-height: 1.538em;"><a href="mailto:jenglish@bjtonline.com" target="_blank">Jennifer Leach English</a> is editorial director of <em>Business Jet Traveler</em>.</span></p>
</div></div></div>Mon, 24 Mar 2014 18:08:00 +0000Jennifer Leach English4436 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/industry-insider-netjets-chairman-and-ceo-jordan-hansell#commentsAnother Book from BJT's Editorhttp://bjtonline.com/business-jet-news/another-book-from-bjts-editor
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/lcohen_web.jpg?itok=7KAl22k2" width="67" height="100" alt="Leonard Cohen on Leonard Cohen: Interviews and Encounters" title="Leonard Cohen on Leonard Cohen: Interviews and Encounters" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><a href="http://www.amazon.com/Leonard-Cohen-Interviews-Encounters-Musicians/dp/1613747586/ref=sr_1_1?ie=UTF8&amp;qid=1395345324&amp;sr=8-1&amp;keywords=leonard+cohen+on+leonard+cohen" target="_blank"><em>Leonard Cohen on Leonard Cohen: Interviews and Encounters</em></a>, the latest book from <strong>BJT</strong> editor<a href="http://byjeffburger.com/" target="_blank"> Jeff Burger</a>, has just been published in North America by Chicago Review Press. The 624-page hardcover anthology, which is also available as an e-book, tells the legendary 79-year-old singer/songwriter’s story in his own words for the first time, via more than 50 interviews and interview-based features spanning nearly half a century. In the book, the artist talks about "Hallelujah," "Bird on the Wire," "Suzanne" and his other classic songs. He candidly discusses his famous romances, his years in a Zen monastery, his ill-fated collaboration with producer Phil Spector, his near-bankruptcy, his long battle with depression and more.</p>
<p>The volume includes a foreword by singer/songwriter Suzanne Vega and eight pages of rarely seen photos. Burger's introductions to each piece put the material in context and include many reflections and reminiscences that contributors supplied specifically for this project.</p>
<p>Journalists in the U.S., Canada, England, Spain, Greece, Australia and Scandinavia conducted the book’s interviews between 1966 and 2012. Some of the pieces come from small publications, others from large media such as the&nbsp;<em>New York Times</em>,&nbsp;<em>Rolling Stone</em> and the Canadian Broadcasting Corporation. Approximately 25 percent of the material has not previously been printed anywhere. A few of the print pieces have not been published in English until now and some of the material has not previously been available in any format.</p>
<p>Chicago Review Press has also just released a North American paperback edition of Burger’s <em><a href="http://www.amazon.com/Springsteen-Interviews-Speeches-Encounters-Musicians/dp/161374434X/ref=sr_1_1?ie=UTF8&amp;qid=1364222084&amp;sr=8-1&amp;keywords=springsteen+on+springsteen+burger" target="_blank">Springsteen on Springsteen: Interviews, Speeches, and Encounters</a></em>. That book, which appeared in hardcover in the U.S. and Canada in April 2013, has since been republished in England, Ireland, Australia, New Zealand and Japan.</p>
</div></div></div>Thu, 20 Mar 2014 19:30:43 +0000BJT Staff4426 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/another-book-from-bjts-editor#commentsA Bizjet Traveler's Diaryhttp://bjtonline.com/business-jet-news/a-bizjet-travelers-diary
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/851_diary_fin_2.jpg?itok=_NCHr25U" width="86" height="100" alt="Illustration by John T. Lewis" title="Illustration by John T. Lewis" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em>“Within the next decade we’ll be flying people to Australia from New York in about two hours, developing spaceships that will cross continents outside the Earth’s atmosphere and then pop them back into the atmosphere. Then we’ll move on to much bigger commercial jets [traveling] at many times the speed of sound.”</em></p>
<p align="right"><em>—<a href="http://www.bjtonline.com/business-jet-news/sir-richard-branson-0">Sir Richard Branson, in the April/May 2014 <strong>BJT </strong></a></em></p>
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<p><strong style="line-height: 1.538em;"><u>November 3, 2026</u></strong></p>
<p><strong style="line-height: 1.538em;">5:32 AM</strong><span style="line-height: 1.538em;">—Still dark here in New York but I’d better get moving if I’m to see Boris in Moscow in two hours. Leaving my iWatch on Eastern Time, hoping that will help make today less confusing than yesterday.</span></p>
<p><strong style="line-height: 1.538em;">7:58 AM</strong><span style="line-height: 1.538em;">—In Russia for brief early dinner meeting, but it’s scrambled eggs for me. Thank God for Kremlin Starbucks’s double espresso.</span></p>
<p><strong style="line-height: 1.538em;">10:02 AM</strong><span style="line-height: 1.538em;">—Back in Manhattan with a few minutes to catch up on news on Google Glass. Then a quick hop to Australia.</span></p>
<p><strong style="line-height: 1.538em;">12:15 PM</strong><span style="line-height: 1.538em;">—Arrived in Sydney, where they tell me it’s spring. No matter; I’ll be gone in 15 minutes.</span></p>
<p><strong style="line-height: 1.538em;">12:31 PM</strong><span style="line-height: 1.538em;">—All aboard for Paris for a quick huddle with one of our VPs and perhaps a croissant.</span></p>
<p><strong style="line-height: 1.538em;">2:39 PM</strong><span style="line-height: 1.538em;">—No time for croissant but maybe I can grab sushi in Japan.</span></p>
<p><strong style="line-height: 1.538em;">4:41 PM</strong><span style="line-height: 1.538em;">—Excellent temaki at Tokyo airport. Now off to Massachusetts to meet my son.</span></p>
<p><strong style="line-height: 1.538em;">6:40 PM</strong><span style="line-height: 1.538em;">—Arrived in Boston but no son—just a note: “Gone to Brazil. Back after dinner.” Should I try to catch up with him or wait here?</span></p>
<p><strong style="line-height: 1.538em;">6:46 PM</strong><span style="line-height: 1.538em;">—Decided instead to surprise wife in California and splurged on Branson’s new supersonic. A little pricey at 60 bitcoins but it’ll get me to the coast in 23 minutes.</span></p>
<p><strong style="line-height: 1.538em;">7:09 PM</strong><span style="line-height: 1.538em;">—Barely time to open peanuts bag before flight touched down in L.A. Unfortunately, iWatch tells me wife just left to meet me in Boston. Heading back so we can catch dinner before my next flight.</span></p>
</div></div></div>Thu, 20 Mar 2014 15:37:25 +0000Jeff Burger4421 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/a-bizjet-travelers-diary#commentsBombardier's Challenger 350http://bjtonline.com/business-jet-news/bombardiers-challenger-350
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/cover_5.jpg?itok=RynqBzdw" width="100" height="68" alt="Bombardier Challenger 350" title="Bombardier unveiled the Challenger 350 in Geneva with the help of actor and accomplished jet pilot John Travolta, who participated in the aircraft&#039;s flight test program." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><strong><em>Though its predecessor has been a formidable competitor in the super-midsize market, this new model offers even more.</em></strong></p>
<p>The Bombardier <a href="http://www.bjtonline.com/business-jet-news/bombardiers-challenger-300" target="_blank">Challenger 300</a> has dominated the super-midsize class for the last decade and today there are more than 400 ­flying and another 100 on order.<br><br />
Although it took a while, the competition is now diligently playing catch-up. In 2013, Dassault began delivering the more economical, $25 million <a href="http://www.bjtonline.com/business-jet-news/dassault-introduces-lower-cost-falcon-2000s" target="_blank">Falcon 2000S</a>, which can use short runways yet has a 3,350-nautical-mile range; Cessna revised the <a href="http://www.bjtonline.com/business-jet-news/cessna-citation-sovereign" target="_blank">Sovereign</a> and the <a href="http://www.bjtonline.com/business-jet-news/cessna-upgrade-citation-x" target="_blank">X</a> and launched the Longitude; Embraer attacked with the ultra-modern <a href="http://www.bjtonline.com/business-jet-news/embraers-legacy-500" target="_blank">Legacy 500</a>; and, after purchasing Galaxy, Gulfstream tossed out everything save the fuselage and remade it into the <a href="http://www.bjtonline.com/business-jet-news/mandarin-slang-prompts-gulfstream-rename-aircraft" target="_blank">G280</a>, a fine aircraft that already has set all kinds of range and speed records for its class.<br><br />
Given these market dynamics, how would Bombardier respond? We found out last May when the company showed off the Challenger 350.<br><br />
Bombardier unveiled the aircraft in Geneva with the help of actor and accomplished jet pilot <a href="http://www.bjtonline.com/business-jet-news/john-travolta" target="_blank">John Travolta</a>, who participated in the aircraft’s flight test program. And no, he did not come down the airstair to the tune of “Stayin’ Alive” from his career-making 1977 homage to disco, <em>Saturday Night Fever</em>. But maybe he should have.<br><br />
The 350 is going to do more than keep Bombardier in the super-midsize game—it seems likely to help the company maintain its supremacy.<br><br />
At $25.9 million, the 350 rings the register for $1 million more than the 300 does. It keeps the 300’s basic success formula—but adds to it.<br><br />
Improvements on the 350 include tweaked engines, faster climb times, more fuel capacity&nbsp;and range, winglets, updated avionics, a refreshed and&nbsp;more comfortable cabin with new Ipeco lie-flat seats and a better galley, cabin windows that are 20 percent larger, the latest cabin-management system and high-definition wireless entertainment electronics from Lufthansa Technik.<br><br />
The 300 on which the 350 is based enthralled customers because of its large, comfortable cabin; efficient engines; modern avionics; and great speed, range and time-to-climb numbers. That and the small matter of serendipity. Namely, the other entrants into the super-midsize market fell short of their potential and disappointed buyers for a variety of reasons: the Falcon 2000 was great but expensive; the <a href="http://www.bjtonline.com/business-jet-news/hawker-beechcraft-delivers-first-hawker-4000" target="_blank">Hawker 4000</a> had an interminable gestation period followed by bankruptcy and discontinuation; Cessna’s Citation X was really fast but at the price of a tight cabin; Cessna’s Citation Sovereign was cheaper but had the same tight cabin and was slower; and the Galaxy’s execution was so poor that it would make a dandy Harvard Business School case study.<br><br />
To succeed in this environment, the Challenger 300 needed only to be competent. It was, and then some.<br><br />
For the 300, Bombardier used new computer-assisted design and assembled a global supply chain with components from companies in Australia, Canada, Japan, Northern Ireland, Taiwan and the U.S. The parts and pieces come together in 12 major subassemblies on Bombardier’s Montreal shop floor and are assembled into a finished airplane in just four days. The Honeywell HTF7000 engines (6,826 pounds of thrust each) help make the aircraft fast and efficient. Fully loaded, it easily uses runways less than 5,000 feet long, and it climbs at better than 4,200 feet per minute (sometimes a lot better). Yet it can burn as little as 178 gallons of fuel per hour at high-speed cruise settings, or around 470 knots, at altitude. From takeoff, the 300 will climb directly to at least 41,000 feet on its way to a maximum cruise altitude of 45,000 feet. With eight passengers, a crew of two and full fuel, a standard-weight 300 has a range of 3,065 nautical miles, according to Bombardier.<br><br />
The 300’s 860-cubic-foot cabin offers an abundance of space. From cockpit divider to the rear pressure bulkhead, it measures nearly 29 feet long. That includes a 16.5-foot main seating area, lavatory and adjacent walk-in luggage closet with 105 cubic feet of additional space. Cabin height is 6.1 feet and width (from centerline) is 7.2 feet. The 300 was the first business jet to be equipped with the Lufthansa Technik Nice digital cabin-management and entertainment system. Nice uses 24 transducers, mounted behind interior cabin panels, in place of conventional speakers to create near-uniform cabin sound, much like surround sound. Customers loved the 300 and it soon became a prominent part of fractional ownership and charter fleets.<br><br />
The 350 builds on this success. What little was ­lacking in the 300 got fixed and/or updated.<br><br />
The 300 would climb directly only to 41,000 feet, where you had to loiter and burn off fuel before ascending higher. The 350 gets to 41,000 in as little as 18 minutes and keeps going directly to 43,000, thanks to its new Honeywell HTF7350 engines—7,323 pounds of thrust each, 500 pounds more than on the 300. The revised engines do this without burning any more fuel and while cutting emissions. Combined with its capacity for 750 pounds of more fuel, the 350 can now transport eight supersized passengers (225 pounds each) 3,200 nautical miles—135 nautical miles farther than the 300—at a respectable Mach 0.80. Top speed is Mach 0.82—the same as on the 300. The new winglets increase the wingspan to 69 feet and overall the airplane is 1,750 pounds heavier than the 300, tipping the scales fully loaded at 40,600 pounds.<br><br />
In the cockpit, the 350 will be equipped with the Rockwell Collins Pro Line 21 Advanced avionics system with four large LCDs and all the latest goodies: synthetic vision, dual inertial reference system, paperless cockpit, MultiScan weather radar that can detect turbulence, XM satellite weather and a bunch of other acronyms—Fans 1/A, ADS-B out, CPDLC, RNP basic and authorization required and LPV guidance—that mean the airplane has the capability to go just about anywhere in any weather.<br><br />
Deliveries of the 350 begin later this year. It should ensure that Bombardier is doing more than just “Stayin’ Alive” in the super-midsize market. </p>
<hr>
<p class="p1"><span class="s1"><b>2014 BOMBARDIER CHALLENGER 350&nbsp;</b></span><span class="s2"><b>AT A GLANCE</b></span></p>
<p class="p1">Base price:&nbsp;<span style="line-height: 1.538em;">$25.9 million</span></p>
<p class="p1"><span style="line-height: 1.538em;">Crew:&nbsp;</span><span style="line-height: 1.538em;">2+1</span></p>
<p class="p1"><span style="line-height: 1.538em;">Passengers:&nbsp;</span><span style="line-height: 1.538em;">8–10</span></p>
<p class="p1"><span style="line-height: 1.538em;">Range:</span><span class="Apple-tab-span" style="line-height: 1.538em;"> </span><span style="line-height: 1.538em;">3,200 nm*</span></p>
<p class="p1">Long-range cruise speed:<span class="Apple-tab-span"> </span>459 kts</p>
<p class="p1">Maximum altitude:<span class="Apple-tab-span"> </span>45,000 ft</p>
<p class="p1">Takeoff distance:<span class="Apple-tab-span"> </span>4,835 ft</p>
<p class="p1">Landing distance:<span class="Apple-tab-span"> </span>2,710 ft</p>
<p class="p1">Cabin<span class="Apple-tab-span"> </span>length: 28 ft, 7 in; w<span style="line-height: 1.538em;">idth: 7 ft, 2 in; h</span><span style="line-height: 1.538em;">eight: 6 ft, 1 in;&nbsp;</span><span style="line-height: 1.538em;">volume: 860 cu ft</span></p>
<p class="p1"><i style="line-height: 1.538em;">*NBAA IFR 200-nm alternate fuel reserves, eight passengers (225 lb each), two crew.&nbsp;</i></p>
<p class="p1"><i style="line-height: 1.538em;">Source: Bombardier</i><span style="line-height: 1.538em;">&nbsp;</span></p>
<hr>
<p><em><a href="mailto:mhuber@bjtonline.com">Mark Huber</a> is a private pilot with experience in more than 50 aircraft models.</em></p>
</div></div></div>Tue, 11 Mar 2014 16:46:53 +0000Mark Huber4391 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/bombardiers-challenger-350#commentsVacationing off the Beaten Pathhttp://bjtonline.com/business-jet-news/vacationing-off-the-beaten-path
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/cover_7.jpg?itok=YOyMvtP5" width="100" height="68" alt="At the heart of the 500,000-square-mile Gobi Desert, hundreds of miles from the nearest Wi-Fi, is Three Camel Lodge." title="At the heart of the 500,000-square-mile Gobi Desert, hundreds of miles from the nearest Wi-Fi, is Three Camel Lodge." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><strong><em>Bored with "ordinary" getaways? Try these seemingly inhospitable destinations. They can be hospitable indeed—and anything but ordinary.</em></strong></p>
<p>Some folks would be delighted to spend every work break on a sandy beach in perfect weather. Others, though, want a vacation to offer something different—and perhaps more challenging. If you’re one of those people, this article is for you. Here are five places, all far from the beaten path, where you can enjoy comfort and luxury in the face of strong natural resistance. You won’t necessarily end your vacation with a suntan, but you will probably return home with a highly unusual collection of photos, stories and memories.<br><br />
<strong style="line-height: 1.538em;">For Mountain Lovers</strong><br><br />
<strong>Songtsam Retreat—Shangri-La,&nbsp;Shangri-La, China</strong><br><br />
<span style="line-height: 1.538em;">Nothing says “welcome to 10,000 feet” quite like being handed a complimentary bottle of oxygen at check-in. Fortunately, at the Songtsam Retreat—Shangri-La, the emphasis is on taking it slow.</span><br><br />
Once you’ve acclimatized (in-room oxygen machines are also available), head next door for a tour of Songzanlin Monastery, home to 700 frequently chanting Buddhist monks. A little farther away, you’ll find the stone-paved old town of Shangri-La, formerly a key stop for trade caravans traversing the Southern Silk Road.<br><br />
Back at the retreat, a schedule of activities begins with the Himalayan Five Rites at 7:30 a.m. Also available are self-massage courses and treatments where other people do the work. You can reenergize with a Coffee Body Scrub or steep in an organic tea bath at the retreat’s Linka Spa.<br><br />
Beyond the retreat, there are excursions to sights such as Tiger Leaping Gorge as well as valley hikes and horse riding. Alternatively, you can remain in your room with your feet parked upon the sheep’s wool Tibetan rug, and taste test the dry local wines, a product that originated with 17th Century French missionaries. The locals still use French oak in production and grow Cabernet Sauvignon and Riesling grapes—the Tibetan twist is the addition of barley. Pair with a good 12-month yak cheese and let the enlightenment roll over you.</p>
<p><strong>Cost: </strong>The daily rate for a deluxe room is $212, which includes breakfast, service charge and tax.</p>
<p><strong>Flying in: </strong>Shangri-La (Diqing) Airport is 20 minutes away by car.</p>
<p><strong>Info: </strong><a href="http://songtsam.com" target="_blank">songtsam.com</a></p>
<p>*****<br><br />
<strong style="line-height: 1.538em;">For Jungle Lovers</strong></p>
<p><strong>Mashpi Lodge,&nbsp;</strong><strong style="line-height: 1.538em;">Mashpi Rainforest Biodiversity Reserve, Ecuador</strong></p>
<p><span style="line-height: 1.538em;">Opened in 2012, Mashpi Lodge is, relatively speaking, not that remote for a jungle resort. Only two and a half hours from Quito, it earns its place in this article by boldly introducing high design into a nature reserve.</span><br><br />
Eschewing the jungle eco-lodge default of a crescent of thatched huts overlooking a small lake, Mashpi instead offers steel-and-glass minimalism 3,000 feet above sea level on the western slopes of the Andes. Nearly 10,000 square feet of glass was used in construction, facilitating spectacular views of the surrounding fauna-rich forest—part of the 3,212-acre, bio-diverse hotspot known as the Chocó—while also providing a genuine sense of tree-house-feel immersion thanks to the why-have-a-wall-when-a-window-would-do aesthetic.<br><br />
Inside, you’ll find 22 comfortably sized rooms and suites, all of which balance the warmth of natural materials with slick design. And there are no chain-operated cold-water showers here: the suites offer Starck-designed bathtubs-with-a-view, while a Jacuzzi open to the elements is available in the Wellness Space as a venue for post-nature-walk analysis.<br><br />
Of course, you’re here for the Andean cloud forest (aren’t you?) and again Mashpi delivers the unexpected. Ride the sky bike, a tandem hung from a zip line that cuts through the treetops. Or, if you’re concerned about getting spiders in your hair, step aboard the canopy gondola—an aerial tram—that slides through the jungle while your naturalist guide points out items of interest.</p>
<p><strong>Cost:</strong> All-inclusive two-night programs start at $1,296 per person.</p>
<p><strong>Flying in: </strong>Rates include a transfer from Quito Airport but Esmeraldas Airport is closest at four hours by car. A transfer from Esmeraldas costs $460.</p>
<p><strong>Info:</strong> <a href="http://mashpilodge.com" target="_blank">mashpilodge.com</a></p>
<p>*****</p>
<p><strong style="line-height: 1.538em;">For Arctic Lovers</strong><br><br />
<strong>Hotel Arctic,&nbsp;Ilulissat, Greenland</strong><br><br />
Ilulissat, Greenland’s third-largest city with just under 5,000 residents, translates from the Greenlandic as “icebergs.” It’s accurately named, positioned as it is on the banks of the Ilulissat Icefjord, along which a procession of these seaborne islands of ice drift from their glacial source to gather in Disko Bay.<br><br />
The Hotel Arctic, which opened in 1984, proudly hails itself as the “most northerly four-star” in the world. It has added two wings and a conference center since 2000 as news of the icefjord’s stark polar beauty has spread. (It was designated a UNESCO World Heritage Site in 2004.)<br><br />
Throughout the hotel’s 85 rooms and suites, the Scandinavian aesthetic keeps you in mind of Greenland’s history as a Danish colony. The two cultures conflate in the hotel’s five aluminum igloo cabins; reminiscent of Phillipe Starck’s take on a countertop breadmaker, these igloos combine the hotel’s comforts with an unbeatable fjordside view which, from September to April, features the northern lights.<br><br />
At Hotel Arctic’s experimental Restaurant Ulo, meanwhile, you’ll find a decent selection of New and Old World wines, as well as friendly advice on what pairs best with the seal soup.<br><br />
For all its modernity, Ilulissat remains an outpost of civilization 250 kilometers north of the Arctic Circle, the home of midnight suns and frostbitten explorers such as the legendary Knud Rasmussen. In fact, you can channel your inner Knud through March and April, when the hotel arranges dog-sledge tours and the chance to stay overnight in a hut with local hunters. </p>
<p><strong>Cost: </strong>Room rates—which include breakfast and transfers between the airport and the hotel—range from $248 to $336.</p>
<p><strong>Flying in:</strong> Ilulissat Airport is five minutes away by car. Due to limitations on takeoff weight, flights often include a fuel stop at Greenland's Kangerlussuaq Airport.</p>
<p><strong>Info:</strong> <a href="http://www.hotel-arctic.gl" target="_blank">www.hotel-arctic.gl</a> (hotel), <a href="http://www.hotel-arctic.gl" target="_blank">www.mit.gl</a> (flight planning)</p>
<p>*****<br><br />
<strong>For Ocean Lovers<br><br />
Conrad Maldives Rangali Island,&nbsp;Rangali Island, Maldives</strong><br><br />
Prior to 2009, hubristic plans to dwell beneath the waves were rife. With projects like Hydropolis and Poseidon Undersea Resorts now on indefinite hold, however, Conrad Maldives Rangali Island remains the pioneer in undersea luxury. (Honorable mentions include the underwater spa at Huvafen Fushi in Maldives and the Manta Resort’s Underwater Room in Tanzania.)<br><br />
As the name suggests, Conrad Maldives Rangali Island is mostly situated on terra firma and encircled by the region’s famous crystal-blue, coral-rich waters. In 2005, Conrad sank Ithaa, the world’s first all-glass-enclosed undersea restaurant, five meters into the Indian Ocean. Costing $5 million to build, it seats 12 and is constructed of three five-meter-wide, 125-millimeter-thick glass arches.<br><br />
A six-course dinner at Ithaa costs $320 and features ossetra caviar, grilled sand lobster and floating island egg white. Lunchtime brings the midday sun and an unexpected underwater necessity: dining in sunglasses.<br><br />
Above the waterline, you’ll find arguably the premiere Maldivian resort. Last year named “Best Luxury Resort in the Maldives” by Diners Club Luxury Travel Magazine, the facility has also won many other accolades, including first place in a survey of the world’s best places to nap.<br><br />
But if you’d rather ditch the hammock to further pursue your Twenty Thousand Leagues Under the Sea fantasy, you’ll be glad to know that the resort offers rides in a three-seater submarine for half-hour explorations of the coral reef ($495 for two people). The sub resembles something from Jules Verne’s imagination with its glass pods poking out of the roof and providing passengers with a 360-degree perspective.</p>
<p><strong>Cost:</strong> Nightly rates range from $1,150 for a Beach Villa to $13,775 for a Sunset Water Villa in high season.</p>
<p><strong>Flying in:</strong> You reach Rangali Island via a 35-minute saplane flight from Male, the Maldivian capital. Private jets can land at nearer Maamigili Island and connect to the resort in 20 minutes via private speedboat (or yacht, if preferred).&nbsp;</p>
<p><strong>Info:</strong> <a href="http://conradresorts.com" target="_blank">conradresorts.com</a> ("destinations")</p>
<p>*****<br><br />
<strong style="line-height: 1.538em;">For Desert Lovers</strong></p>
<p><strong>Three Camel Lodge,&nbsp;</strong><strong style="line-height: 1.538em;">The Gobi, Mongolia</strong></p>
<p>The 500,000-square-mile Gobi Desert, which consists primarily of bare rock, is one of the world’s great wildernesses. At its heart, hundreds of miles from the nearest Wi-Fi, is Three Camel Lodge.<br><br />
Construction wasn’t easy. Logs had to be shipped from Siberia, while the best yurts, craftsman and painters skilled in the traditional Buddhist style all had to be imported from another province. (Fortunately, there was plenty of local stone.)<br><br />
The effort paid off. Sheltered in the shadow of ancient Mt. Bulagtai, this secluded eco-lodge will make you feel as if you’re lost in the desert—but without a care in the world. Accommodation comes in the form of luxury felt and canvas gers (traditional nomadic tents) illuminated by the richly painted orange interiors. Fortunately, you don’t have to rely on the paint after sunset, as the resort uses wind and solar power to generate electricity.<br><br />
Every ger comes equipped with hand-painted furniture, wood-burning stoves and camelhair/cashmere-blend blankets, and the deluxe gers also offer Mongolian-style robes, camel-milk moisturizer and private bathrooms. The main lodge, an outstanding example of traditional Mongolian Buddhist architecture, ensures a sense of being embedded in the culture while still within reach of the expected trappings of a luxury destination (check out the Thirsty Camel Bar and the spa suite).<br><br />
Besides sipping Thirsty Camel martinis while taking in the desert vista, you can enjoy hikes in the Gobi-Altai Mountains and camel treks across the dunes. At the Flaming Cliffs, you can even get a taste of palaeontology and follow in the footsteps of adventurer Roy Chapman Andrews—the inspiration for Indiana Jones.</p>
<p><strong>Cost: </strong>A deluxe ger costs $250 per person per day, based on double occupancy.</p>
<p><strong>Flying in: </strong>The nearest airport, Dalanzadgad, is an hour-and-a-half drive from the eco-lodge.&nbsp;</p>
<p><strong>Info:</strong> <a href="http://threecamellodge.com" target="_blank">threecamellodge.com</a><br><br />
&nbsp;</p>
<hr>
<p><em><a href="mailto:callsop@bjtonline.com">Chris Allsop</a>&nbsp;is a&nbsp;U.K.-based freelance writer whose specialties include travel, food and film.</em></p>
</div></div></div>Wed, 12 Mar 2014 20:11:53 +0000Chris Allsop4401 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/vacationing-off-the-beaten-path#commentsSir Richard Bransonhttp://bjtonline.com/business-jet-news/sir-richard-branson-0
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/branson1.jpg?itok=zDP2xR4j" width="100" height="68" alt="Sir Richard Branson (Photo: Margie Goldsmith)" title="Sir Richard Branson (Photo: Margie Goldsmith)" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><strong><em>One of the world's greatest entrepreneurs talks about his typically ambitious latest plans and offers a one-word summary of his life today.</em></strong></p>
<p>Sir Richard Branson, estimated to be worth almost $5 billion, presides over approximately 100 Virgin Group companies with 60,000 employees in more than 50 countries. He is the only person to have built eight billion-dollar businesses in eight ­different sectors. His latest venture is Virgin Galactic, the world’s first commercial space line, which he says will begin operating flights this year.<br><br />
It’s hard to believe that when Sir Richard was eight years old, he stuttered, couldn’t read and was dyslexic. At 16, he left school to found a liberal magazine that he ran from a church crypt with two coffins as furniture. His headmaster predicted he would either go to prison or become a millionaire. At 17, Sir Richard started a Student Advisory Center to help pupils ­facing difficult issues, the first of his many philanthropic endeavors, which today include Virgin Unite.<br><br />
In 1970, he began selling records at reduced prices through a mail-order business he called Virgin because he and his staff were so new to business. Two years later, he founded Virgin Records, which became the biggest independent label in the world with such artists as the Rolling Stones, the Sex Pistols and Phil Collins. In 1984, despite attempts by British Airways to squelch it, Branson founded Virgin Atlantic Airways, the first of many travel-related Virgin companies.<br><br />
<a href="http://www.bjtonline.com/business-jet-news/sir-richard-branson">Sir Richard</a>, who has more than 11.5 million followers across five online social networks, is a daredevil adventurer who holds records for the fastest Atlantic Ocean boat crossing and for hot-air ballooning across two oceans. He has written six books, including his autobiography Losing My Virginity. Charles, Prince of Wales, knighted him in 2000.<br><br />
When we met Sir Richard, he was dressed in his typical business uniform—T-shirt, shorts and sandals—and was sitting on the terrace of his home on Necker, the Caribbean island he owns. From the way he checked the wind and looked out longingly towards the sea, we suspected he would rather be out kite ­surfing, but he sat still long enough for this interview.</p>
<p><strong style="line-height: 1.538em;">For the last decade, you’ve been focusing on the Virgin brand globally. So what’s next for you?</strong><br><br />
I’m very involved with the space program; it’s become a personal passion. Of all the things that Virgin has done, this will be the most earth-shattering—or space-shattering. We’ve got 700 people signed up and we’ll be in space in the early part of 2014, the ­culmination of 10 years of hard work. We’ll also be putting satellites into space at a fraction of the current price and that will make a big difference back here on Earth because we’ll be able to dramatically reduce the cost of telephone and Internet access. We’re starting with short flights but in time we’ll do deep space exploration and hotels in space. There’s a big, exciting future.</p>
<p><strong style="line-height: 1.538em;">How long will the Virgin Galactic ride be?</strong><br><br />
The initial flights will be about three hours. Then we’ll be building spaceships that will be for two- or three-week flights.</p>
<p><strong style="line-height: 1.538em;">And you are calling the people who go up with Virgin Galactic “astronauts”?</strong><br><br />
<span style="line-height: 1.538em;">Yes. They are the pioneers enabling us to build the spaceship program, and we’ve become like a big family. We have sort of a Virgin Galactic club and we now have a charity run by the astronauts, which is trying to help young people get science degrees who can’t afford [the cost].</span></p>
<p><strong style="line-height: 1.538em;">Do you think that intergalactic space will offer opportunities for business aviation?</strong><br><br />
<span style="line-height: 1.538em;">Yes. One of the first things we’ll be doing is offering smaller business jets. Within the next decade we’ll be flying people to Australia from New York in about two hours, developing spaceships that will cross continents outside the Earth’s atmosphere and then pop them back into the atmosphere. Then we’ll move on to much bigger commercial jets [traveling] at many times the speed of sound.</span></p>
<p><strong style="line-height: 1.538em;">So will you be starting a business charter space company?</strong><br><br />
<span style="line-height: 1.538em;">I’m not sure we will start our own charter company, but we’ll definitely work with charter companies. We designed our initial spaceship with wings on purpose, rather than it being a conventional ground-based rocket, which is what our rivals are designing. By having the wings of an airplane, the next step is to take it point-to-point.</span></p>
<p><strong style="line-height: 1.538em;">What happened to Virgin Charter</strong><strong style="line-height: 1.538em;"> [which Branson launched in 2008]?</strong><br><br />
The timing was not great. We ran straight into the worst recession for charter, which is unfortunate. We try things, and if it doesn’t work out, we cut our losses quite quickly. I think we were a little ahead of our time. Maybe if we had hung in there it would’ve worked. But I don’t look backwards. I move on.</p>
<p><strong style="line-height: 1.538em;">How often do you fly?</strong><br><br />
I suppose I’m flying six months of the year. The day before yesterday, I came from Johannesburg and spent 24 hours in airplanes. I fly my longer flights on Virgin Atlantic—it’s important that I spend time with the staff and passengers. For more complicated flights, I’ll jump on a smaller plane.</p>
<p><strong style="line-height: 1.538em;">What airplane do you own?</strong><br><br />
A Falcon 50EX. I need a small plane just to get out of the British Virgin Islands. And I use that for shorter distances. [Branson had owned a Falcon 900EX but sold it not long ago.—Ed.]</p>
<p><strong style="line-height: 1.538em;">So the trips that you take on your Falcon are mainly business trips?</strong><br><br />
Business or charity. I try to raise $10 million each year for charity by doing about 25 speeches all over the world.</p>
<p><strong style="line-height: 1.538em;">How has business aviation aided your career?</strong><br><br />
It saves time and gives me flexibility.</p>
<p><strong style="line-height: 1.538em;">What would you say is your managerial style?</strong><br><br />
I think I’m a good delegator. I look for great people who are good with people. I look for the best in people, I don’t criticize, and I’m a great believer in forgiving when people mess up. I look for those who inspire others and try to make sure that everything we do is the best in its field. If you create the best, then your staff believe in what you’re doing 100 percent and they’ll work to make sure it succeeds. And I think people seek out the best.</p>
<p><strong style="line-height: 1.538em;">You said in your book that you could know in 30 seconds about a person’s character. How?</strong><br><br />
I’ve changed my mind about that. I used to think that I could sum somebody up in 30 seconds, and often in business, you have to make decisions quickly. But I’ve learned that that’s a mistake. People can be quite shy or diffident when you first meet them, but underneath they can be really special. So I take back what I said in my book and I’ll put it right in my next book.</p>
<p><strong style="line-height: 1.538em;">Virgin Limited Edition [a collection of vacation retreats] has seven properties. Do you plan to open more?</strong><br><br />
I was in South Africa last week and I looked at a beautiful vineyard. I love creating these kinds of places, so we will definitely continue to do so.</p>
<p><strong style="line-height: 1.538em;">You always start by creating a family home, and then you open them up to paying guests. Why not keep them private?</strong><br><br />
<span style="line-height: 1.538em;">I think it would be a terrible waste just to have them sitting empty for many months of the year, and it wouldn’t be much fun for the staff. We have a lovely home on Necker, which we use to relax, but I also work from here. I sit in my hammock and hopefully conceive some big, good ideas. We meet some absolutely fascinating people here, whether it’s Larry Page from Google or Jack Dorsey from Twitter or Bill Gates. It’s a big magnet, which attracts interesting people, and those interesting people help make the world go around.</span></p>
<p><strong style="line-height: 1.538em;">What is it about Necker that resonates so much with you?</strong><br><br />
<span style="line-height: 1.538em;">There’s no more beautiful place to live. You look out and you don’t see another house. And there are more species on these 72 acres than on any Galápagos island. We get the humpback whales once a year, in December, and that’s special. I wake up every morning here at 5:30, which I’d never do in Europe. I play tennis, go kite surfing when the wind’s right, go sailing, surfing, swimming. Life is richer and funner for living here.</span></p>
<p><strong style="line-height: 1.538em;">What’s the most important thing you’re teaching your children?</strong><br><br />
<span style="line-height: 1.538em;">I think they’re both beyond the stage of being taught anything. I like to think they’re grounded. They want to make a difference, and they’re great fun to be around. We do an adventure together every year. Last year we climbed Mount Blanc, the year before we kite-surfed across the English Channel, and next year we may climb the Matterhorn. We’ll be going into space together.</span></p>
<p><strong style="line-height: 1.538em;">What will be your legacy?</strong><br><br />
Well, I hope I would have made a positive difference in a number of areas. I think quite a lot of entrepreneurs look up to entrepreneurs like myself and hopefully they’ve learned a bit. I hope that our not-for-profits can solve some world conflicts—one of our Elders is trying to solve the Syrian crisis. [The Elders is an international organization of political leaders and peace and human-rights activists that Branson cofounded with Nelson Mandela and rock star Peter Gabriel.] Others have suggested that the Russians and Syrians give up their chemical weapons, and that helped avoid the bombing. I think hopefully we can make a difference in some of these areas.</p>
<p><strong style="line-height: 1.538em;">What’s the biggest lesson you’ve ever learned?</strong><br><br />
I’ve spent time with Archbishop Tutu and Nelson Mandela, and they taught me the act of forgiveness. One of the first things that Nelson Mandela did when he got out of prison was invite the man who had sentenced him to life in prison and the judge to dinner. That’s after he’d spent 28 years in prison. So when we won a big court case against British Airways, one of the first things I did was invite Sir Colin Marshall, the chairman of BA, to lunch and we became friends. I think if you fall out with somebody, life’s too short to have enemies. It’s important to befriend your enemies.</p>
<p><strong style="line-height: 1.538em;">Why do you keep working when you could be enjoying retirement?</strong><br><br />
I love keeping my mind active. And I think if you get into a position in life where you can make a difference, it’d be horrible to waste that position. There are so many situations in the world that need addressing. I can pick up the phone and get through to pretty much anybody and I don’t want to waste that unique position.</p>
<p><strong style="line-height: 1.538em;">Leadership is what to you?</strong><br><br />
Leadership is making a positive difference and inspiring a team, getting them to believe in what you’re asking them to do. There’s no point in being a leader unless you create something worth leading, and I think we’ve managed to do that.</p>
<p><strong style="line-height: 1.538em;">Where do you see the Virgin brand 10 years from today?</strong><br><br />
My aim has always been to make it the most respected brand in the world, not the biggest. If we can pull off the space program, I think that will hopefully seal that.</p>
<p><strong style="line-height: 1.538em;">What do you want to accomplish before you retire?</strong><br><br />
<span style="line-height: 1.538em;">I won’t ever retire, so it’s more before I die. I’d love to make a difference on getting the globe on the right footing as far as global warming is concerned. I’d love to make a difference in trying to lessen the number of conflicts that take place every decade. I’d love to make a difference in protecting some of the species in the world that are in critical danger and to persuade governments to treat their children better when they suffer from issues like drug problems and, instead of imprisoning them, help them to overcome their problems.</span></p>
<p><strong style="line-height: 1.538em;">You said in your book that your first 43 years were about survival, but the book ended in 1993 when you sold Virgin Music. If you had to describe your life today in one word, what would it be?</strong><br><br />
Fun.</p>
<hr>
<p><strong>RÉSUMÉ</strong></p>
<p><span style="line-height: 1.538em;"><strong>NAME: </strong>Sir Richard Branson</span></p>
<p class="p1"><strong>BIRTHDATE:</strong> July 18, 1950 (age 63)</p>
<p class="p1"><strong>POSITION:</strong> Founder and chairman of the Virgin Group</p>
<p class="p1"><strong>EDUCATION: </strong>Stowe School, a British boarding school, which Branson left at age 16</p>
<p class="p1"><strong>TRANSPORTATION:</strong> Uses Virgin Atlantic for most long flights and his own Falcon 50EX for routes the airline doesn’t cover. Also owns spaceships and plans to fly in one of them. (One Virgin Atlantic airplane is named “My Other Ride’s a Spaceship.”)</p>
<p class="p1"><strong>PERSONAL:</strong> Married for 24 years to Joan Templeman Branson. Two grown children, Holly and Sam. Leisure pursuits include kite-surfing, surfing and tennis.&nbsp;</p>
<hr>
<p><em><a href="mailto:mgoldsmith@bjtonline.com">Margie Goldsmith</a>,&nbsp;a New York City-based journalist and frequent <strong>BJT</strong> contributor, wrote about Papua New Guinea for our December 2013/January 2014 issue.</em></p>
</div></div></div>Mon, 10 Mar 2014 20:25:49 +0000Margie Goldsmith4386 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/sir-richard-branson-0#commentsLet's Make a Dealhttp://bjtonline.com/business-jet-news/lets-make-a-deal
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/money-plane.jpg?itok=I7S-TsWL" width="100" height="68" alt="Illustration: Fotolia" title="Illustration: Fotolia" /></div></div></div><div class="field field-name-field-subhead field-type-text field-label-hidden"><div class="field-items"><div class="field-item even">Here&#039;s what you need to know about today&#039;s financing market.</div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><span style="line-height: 1.538em;">Business jet finance has </span><span class="s1" style="line-height: 1.538em;">settled into a predictable—and more sus</span><span style="line-height: 1.538em;">tainable—groove after the mad scram</span><span class="s2" style="line-height: 1.538em;">ble </span><span class="s1" style="line-height: 1.538em;">of 2007 and the deafening silence of </span><span style="line-height: 1.538em;">2009. Here are eight realities of today’s market that you need to understand:</span></p>
<p class="p1"><span class="s3"><b>1. Banks still want to finance business jets. </b></span>Though they aren’t giving away the store anymore, loans for business jet acquisitions remain available and financial institutions want to provide them. As an example, Goldman Sachs recently entered the market and, like Chase and Citibank, is seeking to finance jet acquisitions for its banking clients. In part, this demonstrates the durability of some core attractions of business jet finance: the ability to make a significant loan (Goldman is generally looking to loan $10 million and up) secured by good collateral with the credit backing of high- and ultra-high-net-worth borrowers.</p>
<p class="p1"><span class="s3"><b>2. The competition is cash.</b></span><b> </b>In this economy, an abundance of cash is waiting to be put to work. I recently asked an executive at a company buying a jet if it intended to finance the purchase, and the reply went something like this: “With $900 million of cash on our balance sheet, why would we borrow money?” Indeed, industry pundits estimate that cash accounted for approximately 65 percent of business jet buying power this past year. Of the remaining 35 percent, debt finance accounted for about two-thirds and leases for the balance. &nbsp;</p>
<p class="p1"><span class="s3"><b>3. Interest rates remain low. </b></span>Rates have inched up and down lately (depending partly on whether the federal government is shut down), but on the whole, business jet finance is cheap, and today’s low rates provide an incentive for aircraft buyers to lock in the cheap money while they can. Rates in the neighborhood of 2 to 3 percent for floating-rate deals (and a little more for fixed-rate deals) are pretty attractive, and no one expects them to trend downward. With the possibility of rates going up, aircraft owners are also reportedly showing more interest in refinancing existing loans.&nbsp;</p>
<p class="p1"><span class="s3"><b>4. Down payments are the norm. </b></span>Is 100 percent financing available? Yes, but much less so than in 2007. Depending on the financial institution, as an opening bid, jet buyers should expect to be asked to put down 10 to 20 percent. Years ago that would have seemed like a great burden, but many borrowers today have so much cash they aren’t fazed by down payments. There are signs that banks are loosening up. Greg Marks at First National Capital Corporation reports, for example, that his institution is showing greater flexibility in terms of down payments required and the length of the amortization period. &nbsp;</p>
<p class="p1"><span class="s3"><b>5. Shorter terms may yield lower rates. </b></span>Regulatory changes [<i>see “The Changing Face of Aircraft Lending,” February/March 2013</i>] will require banks to keep more capital on hand for longer-term loans (more than three years) rather than shorter-term ones. That provides an incentive for them to charge more for a seven-year note than for a three-year note, since the former ties up more capital.</p>
<p class="p1"><span class="s3"><b>6. Lenders are picky about collateral. </b></span>As manufacturers deliver new aircraft, the old ones don’t just disappear. The sabre-tooth cat may be extinct, but the 1969 Sabreliner 60 remains available for purchase, as do such 1960s-vintage jets as the Gulfstream GII, Falcon 20-5 and Lear 23. Don’t expect your bank to help you acquire them, though. Banks typically want to finance relatively new aircraft, especially jets that are 10 years old or newer.&nbsp;</p>
<p class="p4">Ironically, it’s not because the value of a GII could plummet tomorrow; on the contrary, relatively new aircraft like a G550 can shed $1 million or more in value each year, while values of GIIs from the late 1960s are holding steady. But the G550 is popular, whereas the average time to sell a GII during the last four years has been more than 400 days. No bank wants to have to foreclose on an aircraft like that, let alone lease it to a customer.&nbsp;</p>
<p class="p4">In fact, many lenders (private banks, for example) won’t do leases at all, and those that do generally want the aircraft to be no older than 20 or 25 years at the expiration of the lease. That doesn’t mean you’re out of luck if you want to finance an older aircraft; it means you have to find the institutions that are willing to take on those projects.</p>
<p class="p1"><span class="s4"><i>7. </i></span><span class="s5"><b>Lenders are picky about customers.</b></span><span class="s6"> </span><span class="s7">Changes in banking regulations will only further underscore the importance of the credit quality of borrowers. Banks will need to keep greater credit reserves to make aircraft loans to lesser credits, rendering those financings more expensive. The best aircraft deals will go to investment-grade credits with a longstanding relationship to the lender, assuming the lender doesn’t have too much credit exposure to the borrower already. That’s one reason it usually makes sense to start your search for aircraft finance by contacting your existing bank. Indeed, some banks are basically open for aircraft business only for their existing clients. Conversely, some financial institutions actively seek to syndicate their aircraft loans by selling pieces of them to other institutions. &nbsp;</span></p>
<p class="p1"><span class="s3"><b>8. Financing will take time to close. </b></span>That banks are pickier about collateral and customers goes hand-in-hand with another feature of contemporary aircraft finance: it can take a while to close the deal. Aircraft purchase contracts rarely have a buyer-financing contingency, so if the financing doesn’t come through in time, the buyer can find himself in an embarrassing situation.&nbsp;</p>
<p class="p4"><span class="s7">In a recent transaction, after months of document negotiations, the bank called the customer shortly before the aircraft was ready for delivery to explain that its outside counsel working on the deal had exceeded the cap on attorneys’ fees in the commitment letter by 300 percent. The bank refused to stand behind the cap, and (notwithstanding the bank’s contractual commitment) the customer had to pay most of the overage just to close the purchase. The outcome might have been different if the buyer had shopped for financing after acquiring the aircraft, when a lender can no longer say “you need my money to close.”<span class="Apple-tab-span"> </span></span></p>
<hr>
<p class="p5"><i><a href="mailto:jwieand@bjtonline.com">Jeff Wieand</a> is a senior vice president at Boston JetSearch and a member of the National Business Aviation Association’s Tax Committee.</i></p>
</div></div></div>Wed, 22 Jan 2014 20:33:22 +0000Jeff Wieand4306 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/lets-make-a-deal#commentsUsed Jet Review: Boeing's 757http://bjtonline.com/business-jet-news/used-jet-review-boeings-757-0
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/2-757-300-take-off.jpg?itok=VogPUggQ" width="100" height="69" alt="A complete gut job on an airliner or a refurbishment of a used VIP 757 would ring the register at about $28 million to $35 million, airplane included." title="A complete gut job on an airliner or a refurbishment of a used VIP 757 would ring the register at about $28 million to $35 million, airplane included." /></div></div></div><div class="field field-name-field-subhead field-type-text field-label-hidden"><div class="field-items"><div class="field-item even">Even with its high direct operating costs, this massive airplane offers a rare deal.</div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>I remember when I first saw a Boeing 757: While boarding one in 1983. I was struck by the highly cambered wings; the tall landing gear; the nose, which recalled a Lockheed Constellation; and the pair of big, high-ratio bypass engines, which seemed to produce a gentle hum as opposed to a whine. This was elegance and efficiency in motion mated to a comfortable cabin with plenty of headroom. It was also a welcome change from the 727s that made up my typical airline diet—those ubiquitous, sooty, loud, fuel-guzzling trijets that seemed to be everywhere.<br><br />
By contrast, the 757 seemed to leap effortlessly off the runway and planted landings smoothly and without drama. There was no bouncing here. It was a regal ride, a better bus and for a select few—beginning with our elected officials—the ultimate luxury barge. The Air Force operates a fleet of six VIP conversions designated VC-32A. One of these regularly ferries the Vice President as Air Force Two.<br><br />
Boeing built 1,054 of its 757s during a 23-year production run that ended in 2004. The airplane came in four flavors: the 757-200, a freighter variant, a freighter/passenger “combi” version and a stretch 757-300 model. Most were 757-200s, which, in airline configuration, could seat 200 to 289 passengers for a range of 3,150 to 4,100 nautical miles. They remain an integral part of several domestic airline fleets, including those of American, Delta and United, which collectively operate more than 450. The aircraft’s range and size give it incredible utility and it is used on transatlantic routes from the U.S. as well as on runs from Phoenix to Honolulu. In its day, the 757 was considered advanced, as it employed glass-panel avionics and the latest engine technology and used a smattering of composites on the airframe and limited fly-by-wire controls to activate certain control surfaces, including the spoilers.<br><br />
A supercritical wing architecture gave the airplane quick times to climb and made it 20 knots faster, at 468 knots or 530 miles per hour, at cruise altitude than a 737, the basis for what became the Boeing Business Jet. A handful were plucked from the production line and turned into private rides by completion centers.<br><br />
Outfitting a VIP 757 can be a massive endeavor: it has more cabin space than a BBJ3, itself no slouch in the space department, and can be outfitted with auxiliary fuel tanks for an unrefueled range of nearly 5,500 nautical miles. With a 757, we’re talking five times the cabin room of a Gulfstream GV. The airplane’s massive internal canvass measures 118 feet long, 11.5 feet wide and 7 feet tall. Configurations vary with the imagination.<br><br />
On the comparatively Spartan government-issue VC-32As, the four-section cabin layout includes a first section with secure communications center, galley, lav and 10 business-class seats; a second section for the VIP with private lav, changing area, two large executive seats and a berthing divan; a third section for senior staff with eight business-class seats; and the fourth section with another 32 business-class seats, two lavs, galley and closets. Aside from the communications gear and the missile defense, the VC-32As come with another option not available to the general public: in-flight refueling.<br><br />
Dallas's Associated Air Center has completed 10 of the approximately 17 VIP 757s in service. In 1996, Associated completed a 757 for a private client that featured a 43-passenger layout with five additional cabin crew seats; a segregated crew rest, lav and galley area; a forward VIP suite with a queen bed, work area and lav; a forward salon with massive entertainment monitor; a conference room; a dining area; and an aft business-class compartment with 12 sleeper seats, two lavs and another galley. Four bathrooms: in my county you get taxed extra for that.<br><br />
The handful of VIP 757s out there are coming in for refurbishment and the airlines are beginning to park theirs in favor of even more fuel-efficient follow-on aircraft. As a result, you can pick up a good used airliner 757, one with 20 to 30 years more useful life on the airframe, for $6 million to $10 million before updating and modifications. A used 757 already converted to VIP configuration can be had for as little as $20 million. No matter which way you go, a complete gut job on an airliner or a refurbishment of a used VIP 757, without going over-the-top opulent, would ring the register on average at $28 million to $35 million, airplane included, according to Associated. For that you’d get new paint, fabrics, veneer and headliners, in-flight entertainment and communications, LED lighting, new galleys and lavs and updated avionics in the cockpit. That’s a lot less than you’d spend for a new, or even used, BBJ2 or BBJ3.<br><br />
Even with the higher fuel burns of its Rolls-Royce or Pratt &amp; Whitney engines (buyers had a choice) and direct operating costs nearly 25 percent higher than those for a BBJ, that makes the 757 a rare deal: a conclusion shared by rarified rich including Microsoft cofounder Paul Allen, real estate mogul Donald Trump and sports impresario Mark Cuban—all of whom own or have owned 757s. So have various foreign governments for their heads of state.<br><br />
As with all restorations, a few cautionary notes apply. The 757 requires a major D-check inspection every 12 years. Normally, this is a $1 million to $2 million event, but if problems are discovered with the engines and/or auxiliary power unit, the price can easily escalate by a multiplier of two or three. If you are buying a used 757 VIP, you need to ensure that all the data associated with the initial VIP conversion and any refurbishments is provided. If not, that data will need to be recreated, which will add considerable cost and delay to any project. Also, understand that many banks will not make loans on completions that cost more than the valuation of the basic airframe, especially on older aircraft. So if you are looking to pluck a derelict airliner from desert storage on the cheap, you may need to bring cash. Lots of it.<br><br />
Finally, keep in mind that the 757 is a really big boy: Maximum takeoff weight (MTOW) is 255,000 pounds; the airplane measures 155 feet long and has a wingspan of 124 feet and a tail height of 44.5 feet. At MTOW it needs 6,500 feet of runway for takeoff. Gassing up, just with the standard fuel tanks, requires 11,489 U.S. gallons. There are some places you can’t go with it. The good news is that once you arrive, you could live onboard for days if you had to, with all the comforts of a first-class hotel. And, compared with other aircraft in this category, you get a really great deal on the rate.</p>
<hr>
<p><em>Mark Huber (<a href="mailto:mhuber@bjtonline.com">mhuber@bjtonline.com</a>) is a private pilot with experience in more than 50 aircraft models.</em></p>
<p>&nbsp;</p>
</div></div></div><div class="field field-name-field-pdf field-type-file field-label-hidden"><div class="field-items"><div class="field-item even"><span class="file"><img class="file-icon" alt="" title="application/pdf" src="/modules/file/icons/application-pdf.png" /> <a href="http://bjtonline.com/sites/default/files/pdfs/boeing757_additional_information.pdf" type="application/pdf; length=148440" title="boeing757_additional_information.pdf">Boeing 757 Additiional Information</a></span></div></div></div>Mon, 02 Dec 2013 17:35:38 +0000Mark Huber4141 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/used-jet-review-boeings-757-0#commentsBizav Security Ramps Uphttp://bjtonline.com/business-jet-news/bizav-security-ramps-up
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/security_fin2.jpg?itok=pTWN5HwA" width="100" height="68" alt="TSA Prohibited Items Bin." title="Private aircraft, along with their crews, mechanics and owners, have been under increased government scrutiny and regulation in the years following the 9/11 terrorist attacks in 2001." /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p><em><strong>In the decade since 9/11, many new guidelines and rules have been applied to business aviation flights. More could be on the way.</strong></em></p>
<p><span style="line-height: 1.538em;">The latest buzz from Washington is that the Transportation Security Administration (TSA) is about to issue revised security guidelines for private aircraft that weigh more than 12,500 pounds—about the size of a Beechcraft King Air 250 turboprop.&nbsp;</span></p>
<p class="p2">Of course, many such guidelines already apply. Private aircraft, along with their crews, mechanics and owners, have been under increased government scrutiny and regulation in the years following the 9/11 terrorist attacks in 2001. And in 2004, the TSA published “Security Guidelines for General Aviation Airports.” That document outlined common signs of potential or impending terrorism and methodologies for risk-based threat analysis.&nbsp;</p>
<p class="p1"><span class="s1">General aviation (GA) trade associations embraced much of this content in security programs they developed for their members. The </span><span class="s2">National Air Transportation Association’s “Safety 1st” ground audit program, for example, has a large security component, according to </span><span class="s1">John McGraw, the group’s director of regulatory affairs. Additionally, </span><span class="s2">NATA participates with the Air Charter Safety Foundation’s safety programs. The nonprofit ACSF, which was founded in 2007, has established a best-practices standard for security and compliance </span>for air charter and fractional aircraft ownership operations.</p>
<p class="p1">Individual FBOs also have regular interaction with the TSA and have fostered good relationships with the organization, says Tim Lewis, director of training for FBO chain Landmark Aviation. “We have a lot of sites on commercial airports,” notes Lewis, whose company has locations at 52 airports in the U.S., Canada and Western Europe. “A lot of our guests have received TSA training and they are badged for their home airports and work areas as well, per TSA requirements. Transient traffic on non-sterile areas of the airport is escorted. Everybody is watched.”&nbsp;</p>
<p class="p1">Lewis adds that Landmark supports the efforts of the National Business Aviation Association (NBAA) and NATA to voluntarily work with the TSA and “keep them out of our lobbies. At the end of the day, we understand our customers and the intricacies of our business and we self-police. We match passengers to pilots. We do a lot of training for sites not regulated by TSA for applications in security. All of our guys are pretty well trained and that training is recurrent. Each location has a security plan that is individual for the site and each location has a safety and security coordinator.” Lewis says that the security plans and systems at each Landmark location are audited “frequently.”&nbsp;</p>
<p class="p2"><span style="line-height: 1.538em;">Despite such efforts, the TSA saw fit to issue a Notice of Proposed Rule Making (NPRM) in 2008 for a Large Aircraft Security Program (LASP) for GA aircraft that weigh more than 12,500 pounds. The impact of LASP would be to spread the security misery endured by the airline-riding public to general aviation. It came complete with burdensome recordkeeping requirements and a long list of prohibited carry-on items, including golf clubs and tools. A flood of negative public comment ensued. GA groups were quick to criticize the NPRM as unworkable and to fault the TSA for its ignorance of the industry. “We believe that the NPRM clearly reflects a lack of basic understanding of the business and general aviation communities,” said a statement from the National Business Aviation Association. “Application of the elements contained within this proposal to these communities today would not enhance security without causing catastrophic and permanent damage to intrastate, interstate and international commerce and mobility.” The NBAA went on to cast certain NPRM provisions as “completely nonsensical.”&nbsp;</span></p>
<p class="p1">Partially in response to these criticisms, the TSA restarted the moribund Aviation Security Advisory Committee it had inherited from the FAA and populated it with a diverse group of aviation stakeholders, including those from GA, as a method of vetting potential policy changes.</p>
<p class="p1">What impact this committee will have on LASP remains to be seen. <span class="s2">The </span><span class="s1">TSA is expected to issue a revised LASP via the NPRM process soon and NATA’s McGraw, for one, is hopeful that it will better address GA concerns. </span></p>
<hr>
<p class="p1"><strong><span style="line-height: 1.538em;">What to expect at Washington’s Reagan National&nbsp;</span></strong></p>
<p class="p2">At Washington, D.C.’s Reagan National Airport, significant restrictions have applied to general aviation operations since 9/11. The Transportation Security Administration allows only 48 general aviation flights into Reagan daily from gateway airports approved under the DCA Access Standard Security Program (DASSP). <i>[For a list of these airports, see the version of this article at bjtonline.com. —Ed.]</i>.&nbsp;</p>
<p class="p2">To qualify, an operator and its host FBO must be vetted by the TSA. Don’t expect to call the TSA and get the necessary permissions the same day or even the same week you want to fly if you are not already part of the program. The approval process includes a fingerprint check of the flight crew and enhanced background screening for passengers. (If they hold identification from the TSA’s PreCheck and U.S. Customs’s Trusted Traveler programs, it makes the process a little easier.)&nbsp;</p>
<p class="p2">Each flight into the airport must have an armed security officer aboard who has been trained and approved by the agency. This could be a member of your corporate security staff or an off-duty law-enforcement officer. The officer must be nominated by <span class="s1">a DASSP-approved company (or one whose approval is </span><span class="s2">pending). He or she must also meet certain eligibility </span>criteria and complete an application process that <span class="s1">includes background, criminal history and employment </span>verification checks. The officer must then complete two days of training conducted by the Federal Air <span class="s1">Marshal Service and must be credentialed by the TSA.&nbsp;</span></p>
<p class="p2">Passenger and crew manifests must be submitted 24 hours before each flight and the start and end dates of the trip must be noted. Prequalified crew can be substituted under certain circumstances. At the gateway airports and at Reagan, the TSA will inspect passengers, crew, luggage and aircraft. This takes time, so plan accordingly. And keep in mind that the TSA reserves the right to cancel your flight at any time for any reason. Remember, you need an FAA slot reservation to fly into Reagan.&nbsp;</p>
<p class="p2">To enroll in the security program, e-mail <a href="mailto:DASSP@tsa.dhs.gov">DASSP@tsa.dhs.gov</a>. <span class="Apple-tab-span"> </span><i>—M.H.</i></p>
<hr>
<p class="p2"><strong><span style="line-height: 1.538em;">What your security&nbsp;</span><span style="line-height: 1.538em;">plan should include</span></strong></p>
<p class="p2">Whether you’re traveling domestically or abroad, it makes sense to have a good security plan. Here’s what you need to do, according to the corporate aviation security experts with whom we spoke:&nbsp;</p>
<p class="p3"><span class="s1">1.&nbsp;</span><span class="s2">Research the destination. Take into account risks and emergency resources en route and at the destination.&nbsp;</span></p>
<p class="p3"><span class="s1">2.&nbsp;</span>Have a security coordinator back home who monitors the trip <span class="s3">and can provide assistance and access to resources as needed.&nbsp;</span></p>
<p class="p3"><span class="s1">3.&nbsp;</span><span class="s2">Make sure every member of the trip party has an emergency number to call that is monitored 24/7 and that those in the group check regularly with the home base.&nbsp;</span></p>
<p class="p3"><span class="s1">4.&nbsp;</span><span class="s2">Select someone to be a central point of contact on the trip or for designated portions of it. Make sure this person has access to real-time in-country information about impediments like riots, political demonstrations, traffic accidents and road closures.&nbsp;</span></p>
<p class="p3"><span class="s1">5.&nbsp;</span>Find a trustworthy local security partner, either directly or through your handling service or security services provider. Such a partner can be invaluable in assessing hotel and ground-route security.&nbsp;</p>
<p class="p3"><span class="s1">6.&nbsp;</span>Determine trigger points for changes in security footings and evacuations. Allow for contingencies such as use of alternate airports and ground ­routings, fuel-tankering policies and how to expeditiously secure supplemental lift.&nbsp;</p>
<p class="p3"><span class="s1">7. </span>Run a tabletop exercise based on the plan with trip participants before and/or during the trip.&nbsp;</p>
<p class="p3"><span class="s1">8. </span>Debrief each trip, especially if a security-related event has <span class="s3">occurred. Incorporate lessons learned into future plans.</span><span class="s4"> </span><span class="s3"> </span><span class="s5"><i>—M.H</i></span></p>
<hr>
<p class="p3"><strong><span style="line-height: 1.538em;">What’s the real risk?&nbsp;</span></strong></p>
<p class="p2">Attacks against high-profile government targets by small aircraft or their use as terrorist vehicles are extremely rare, but not unheard of. In 1974 U.S. Army private Robert Preston stole a Huey helicopter and flew it onto the White House grounds, landing after being shot up by the Secret Service. Twenty years later, Frank Eugene Corder got drunk, stole a little two-seat Cessna 150 and crashed it into the side of the executive mansion, doing little damage other than killing himself and a tree. In 2010 a disgruntled taxpayer crashed his Piper Cherokee into the Internal Revenue Service building in Austin, Texas, killing himself and a government employee.&nbsp;</p>
<p class="p2"><span class="s1">Corporate aircraft have almost never been used in terrorist attacks. In fact, the last such incident occurred in 1932, when a trio protesting the Constitutional Revolution in Brazil hijacked a Sikorsky S-38 flying boat and tried to fly it. (None were pilots and it didn’t turn out well.)&nbsp;</span></p>
<p class="p2">There’s a reason such events rarely occur. Owners of multimillion-dollar business aircraft tend to keep them under lock and key and thoroughly vet the comparatively small number of people who fly, work on and ride in them. Also keeping an eye on these operations are their insurers and the government, which now checks pilot medical applications against criminal databases.&nbsp;</p>
<p class="p2"><span class="s1">The airlines have always presented a larger terrorism risk. High-profile incidents occurred during the 1970s and ’80s with such flights as Air France 139 in 1976 (which led </span><span class="s2">to the famous Operation Entebbe airport rescue in Uganda), </span><span class="s1">Malaysian Airlines 653 in 1977 (when the airplane was intentionally crashed, killing all 100 aboard) and EgyptAir 648 in 1985 (when 60 died as troops stormed the airplane). </span><span class="s2">And then came 9/11, which of course also involved airliners.</span></p>
<p class="p2">In the months following that horrible event, however, elements of the U.S. government took almost <span class="s3">a reactionary </span>tone when dealing with general aviation, causing related businesses to lose an estimated $400 million. For six months, three Maryland airports closed <span class="s1">for security reasons, given their proximity to the Capitol. Months later, business owners and pilots based at these airports were given a meeting with the Secret Service. The agent-in-charge was unsympathetic, telling the frustrated </span>audience, “Your aircraft or any aircraft can be a delivery system for chemical or biological agents.” <span class="Apple-tab-span"> </span><i>—M.H.</i></p>
<hr>
<p class="p1"><strong><span class="s1">International security&nbsp;requires extra vigilance</span></strong></p>
<p class="p2">Independent of government mandates, individual aircraft operators are showing a greater interest in security, especially on international flights, which pose the greatest risks, notes Tracie Jones, a security specialist at handling company Universal Weather and Aviation. Jones says that increasing dangers abroad have prompted more charter companies to request security briefings and toughen policies, even though doing so increases passenger costs.&nbsp;</p>
<p class="p2">Universal maintains a security database and offers its clients various levels of intelligence, including a country brief, a city-specific brief, an airport-specific brief and a hotel brief. It provides risk routing on the ground as part of the hotel brief. “People need to be a little more cautious, especially when they are flying to a location more than once, even close to their hotels,” Jones emphasizes.&nbsp;</p>
<p class="p2"><span class="s2">The company partners with outside intelligence firms to collect the most recent information and rates countries on a 1-to-5 scale, with 5 being the most dangerous. (The U.S. currently ranks 2.) Countries that rate higher on the scale also tend to have more arbitrary policies and fees when it comes to aircraft movements, Jones notes.&nbsp;</span></p>
<p class="p2">A good country security risk-assessment requires multiple layers of input from a variety of sources, including the U.S. State Department, in-house security departments, security vendors, ground-handlers, clients and partners in-country, employees and FBOs, says Denio Alvarado, who used to do covert security planning for Air Force One. Alvarado, who now works as head of global security for MedAire, a health and travel safety services firm, emphasizes the importance of having local knowledge about which airport to use, where to park on the airport, how much fuel to keep on the airplane, whether to hire local security to guard the aircraft and even when to visit a country.&nbsp;</p>
<p class="p2"><span class="s1">“Having an airplane guarded on the ramp may make the owner feel good,” he says, </span><span class="s2">“but if it is the only aircraft being guarded on the ramp, you’re increasing visibility. Don’t spend the money—decrease visibility. If you absolutely have to do it, do so as clandestinely as you can or move the aircraft to a location where it is not as visible.&nbsp;</span></p>
<p class="p2">“You need to be in control during all phases of the trip,” he cautions. “Face it, you’re not going to blend in in Papua, New Guinea [especially] when you arrive&nbsp;in a $62 million aircraft.” <span class="Apple-tab-span"> </span><i>—M.H.</i></p>
<p class="p2">&nbsp;</p>
<p class="p4"><i><a href="mailto:mhuber@bjtonline.com">Mark Huber</a>, a private pilot and longtime </i><span class="s4"><b><i>BJT</i></b></span><i> contributor, writes the magazine’s aircraft reviews.</i></p>
</div></div></div>Wed, 22 Jan 2014 20:48:09 +0000Mark Huber4311 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/bizav-security-ramps-up#comments15 Excellent TV Series You Can Watch In Flighthttp://bjtonline.com/business-jet-news/15-excellent-tv-series-you-can-watch-inflight-0
<div class="field field-name-field-image field-type-image field-label-hidden"><div class="field-items"><div class="field-item even"><img typeof="foaf:Image" src="http://bjtonline.com/sites/default/files/styles/thumbnail/public/the_honeymooners_full_cast_1955_0.jpg?itok=C_V46FoR" width="100" height="74" alt="The Honeymooners&#039; 1955 cast" title="The Honeymooners&#039; 1955 cast" /></div></div></div><div class="field field-name-body field-type-text-with-summary field-label-hidden"><div class="field-items"><div class="field-item even" property="content:encoded"><p>Some of my favorite new and old television series are available on disc, which means you can enjoy them in flight. This alphabetical list of 15 recommended DVD and Blu-ray sets includes something for everyone—comedies, dramas, cop shows, even a couple of documentaries. What they have in common is quality. In fact, many of these series are so absorbing that you might want to ask your pilot to circle the airport for a while, so you can catch another episode before coming down to Earth.</p>
<p style="margin-left:.75in;"><strong>1. </strong><strong><em>Columbo: The Complete Series</em></strong>. Peter Falk shines in a star-studded crime show that broke all the rules. In the first minutes of almost every movie-length episode, you find out who committed the murder; you also learn the motive and the invariably ingenious method. The mystery is in how the seemingly absentminded lieutenant Columbo will crack the case. Some of the stories in this long-running series prove stronger than others, but the detective’s ingenuity and quirky, amiable personality are generally more than enough to keep me watching.</p>
<p style="margin-left:.75in;"><strong>2.&nbsp;</strong><strong><em>The Complete Monty Python’s Flying Circus 16-Ton Megaset. </em></strong>And now for something completely different, to quote one of this British show’s signature lines. There’s never been anything quite like Monty Python’s comedic genius and here’s the proof—16 tons of it. If skits like “Argument Clinic,” “The Dead Parrot” and “Buying a Bed” don’t make you laugh, you’re probably suffering from a serious physical or psychiatric disorder and should seek help immediately.</p>
<p style="margin-left:.75in;"><strong>3. </strong><strong><em>Downton Abbey, Seasons 1–4</em></strong>. This BBC series about upstairs/downstairs English life in the early part of the last century features plot twists you won’t see coming and a motley crew of lovable characters, plus the occasional villain to help keep things interesting. Actress Maggie Smith, in her prime at age 79, is herself enough reason to stay tuned. Season 5 will air in the States in 2015, and I’m counting the days.</p>
<p style="margin-left:.75in;"><strong>4. </strong><strong><em>The Honeymooners: The Classic 39</em></strong><strong>.</strong> I’ve probably sat through some of these 39 episodes nearly 39 times and I’m still laughing. It’s amazing what Jackie Gleason, Art Carney and company managed to achieve with shows that were never fully rehearsed, were filmed live with an audience and took place largely in one sparsely furnished room. More than half a century later, this remains classic, timeless television.</p>
<p style="margin-left:.75in;"><strong>5. </strong><strong><em>Mad Men, Seasons 1–6</em></strong>. HBO executives must be kicking themselves for rejecting this series about the duplicitous Don Draper (Jon Hamm) and life in and around his 1960s ad agencies. Great period detail, gripping drama and priceless comedic touches, especially by Draper’s colleague Roger Sterling (the great John Slattery). The first six seasons are already on disc; the seventh and final one wraps up next spring on AMC.</p>
<p style="margin-left:.75in;"><strong>6. </strong><strong><em>Mary Hartman, Mary Hartman: The Complete Series</em></strong>. More than three decades after the end of its brief production run, one of the strangest and most innovative series in television history has finally resurfaced in a comprehensive DVD edition. Is it a soap opera? A satire? A comment on society? One big joke? Yes, to all of the above. And though Louise Lasser has said she initially didn’t “get it,” she was born to play the title role in this Norman Lear tour de force.</p>
<p style="margin-left:.75in;"><strong>7. </strong><strong><em>NYPD Blue, Seasons 1–5</em></strong>. One of producer Steven Bochco’s finest moments, this cop show features insightful scripts, wonderful acting and fully drawn, well-cast characters. The best of the best: Dennis Franz (also in <em>Hill Street Blues</em>, the series’ excellent predecessor), who won more than a dozen Emmys, Golden Globes and other awards for his role as troubled detective Andy Sipowitz. Note that for many years, you could purchase only the first four seasons of <em>NYPD Blue</em> on disc, but the fifth came out recently, and it appears the remaining seven will follow soon.</p>
<p style="margin-left:.75in;"><strong>8. </strong><strong><em>Planet Earth: The Complete BBC Series</em></strong>. This series stunningly showcases the beauty of nature. David Attenborough’s narration is consistently fascinating and the scenes of animals, trees, plants, deserts, rainforests, mountains and oceans—captured worldwide with state-of-the-art video techniques—are awe-inspiring. The four-part program represents a great way to demonstrate to friends what your Blu-ray player and TV can deliver; it would also be a fine way to show a visitor from another planet what ours has to offer.</p>
<p style="margin-left:.75in;"><strong>9. </strong><strong><em>The Sopranos: The Complete Series</em></strong>. What was left to say about the Mafia after the <em>Godfather</em> trilogy and <em>Goodfellas</em>? Plenty, as David Chase’s HBO series demonstrates. The late James Gandolfini is thoroughly convincing as mob boss Tony Soprano, who murders people on the one hand and gets teary-eyed with pride watching his daughter’s choral performance on the other.</p>
<p style="margin-left:.75in;"><strong>10.&nbsp;</strong><strong><em>Prohibition</em></strong>. One of Ken Burns’s best PBS documentaries, this three-part program explains what led up to the 18<sup>th</sup> Amendment to the Constitution and why and how it failed. It’s loaded with memorable stories—and with lessons about human nature and the role of government that remain relevant today. Pour yourself a drink and enjoy.</p>
<p style="margin-left:.75in;"><strong>11.&nbsp;</strong><strong><em>Scenes from a Marriage</em></strong>. Movies often get cut back for television but the opposite happened with this Ingmar Bergman creation: the 167-minute theatrical edition was a pared-down version of the superior and nearly five-hour-long, six-episode TV series that aired in Sweden in 1973 and on PBS in America the next year. It’s unforgettable, thanks to a superb script and soul-baring performances, particularly by Liv Ullman.</p>
<p style="margin-left:.75in;"><strong>12.&nbsp;</strong><strong><em>The Singing Detective</em></strong>. Last year, I included <em>Pennies from Heaven</em>—the late Dennis Potter’s other masterpiece—in a <a href="http://www.bjtonline.com/business-jet-news/11-films-for-your-flight" target="_blank">list of favorite movies</a>, but I was perhaps cheating a bit there, as he created his works for BBC TV. (My earlier list also included the TV series <em>Roots </em>and<em> Roots: The Next Generations</em>, which would be here if I hadn’t covered them previously.) The engrossing six-part <em>Singing Detective </em>is a groundbreaking psychological drama unlike anything you’ve ever seen. If it’s not “the greatest production in the history of television,” as the <em>Chicago Sun-Times</em> called it, it’s certainly in the top 10.</p>
<p style="margin-left:.75in;"><strong>13.&nbsp;</strong><strong><em>The Twilight Zone: The Complete Definitive Collection</em></strong>. Rod Serling’s innovative series, which aired from 1959 to 1964, had a huge impact on the young people who viewed it at the time, me included. As the opening monologue promises, the show delivers you to “another dimension, a dimension not only of sight and sound but of mind.” Now you can go there via a Blu-ray box set that includes all 156 episodes in high-definition video plus lots of audio commentaries and a long list of bonus features. Grab it.&nbsp;&nbsp;</p>
<p style="margin-left:.75in;"><strong>14.&nbsp;</strong><strong><em>The West Wing: The Complete Series Collection.</em></strong> I came late to this party, having only recently experienced the 1999–2006 series. Now I see what everyone was talking about, and why the show won a record nine Emmy Awards in its debut season alone. This is an intelligently scripted and well-acted political drama that entertains while giving you a sense of what life is like inside presidential campaigns and the White House.&nbsp;&nbsp;</p>
<p style="margin-left:.75in;"><strong>15.&nbsp;</strong><strong><em>The Wire: The Complete Series</em></strong>. This HBO crime series, which is set in Baltimore, is the only show here that I can’t vouch for personally. I’m including it because so many critics have raved about it and because, according to several people whose opinions I value, it is nothing less than the best thing that’s ever been on TV. Maybe I’ll start watching it on <em>my</em> next flight.</p>
<p><em style="line-height: 1.538em;">Want more lists? Read our <a href="http://www.bjtonline.com/bookoflists" target="_blank">2012</a> and <a href="http://www.bjtonline.com/business-jet-news/2013-book-of-lists" target="_blank">2013</a> Book of Lists features. And watch for the third annual edition of this popular special section, coming in <strong>Business Jet Traveler</strong>’s June/July issue.&nbsp;</em></p>
</div></div></div>Mon, 03 Mar 2014 14:35:18 +0000Jeff Burger4361 at http://bjtonline.comhttp://bjtonline.com/business-jet-news/15-excellent-tv-series-you-can-watch-inflight-0#comments